USS Lexington [1st ed.] 0-8306-8039-X, 1-85310-606-2, 9780830680399

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& SCALE .SERIES

The "Detail & Scale" series of publications was the first to focus its attention on the many physical details of aircraft, such as cockpit interiors, radar and avionics installations, armament, landing gear, wheel wells, and ejection seats. These details are covered more thoroughly than in any other series, and are presented in the form of close-up photography and line drawings. Special consideration is given to the detail differences between the variants and subvariants of the aircraft. This detailed coverage is supplemented with scale drawings that show five full views. Charts and tables provide extensive amounts of technical data, making this series one of the most complete technical references on aircraft that is available. Although a brief historical summary is always presented, it is not intended to be all inclusive. It will, however, provide the most important dates and events in the development and operational life of each aircraft. For scale modelers, a complete modeler's section is provided that reviews all the presently available scale model kits of the aircraft, and covers the decals available for these kits. Other features such as how to do conversions and how to make kit corrections are also often included. The "Detail & Scale" series is detailed, technical, and accurate, providing the most comprehensive coverage of this nature that is available anywhere in aviation publications.

ABOUT THE AUTHOR Bert Kinzey, author and president of Detail & Scale, Inc., was born in Richmond, Virginia in 1945. The following year his family moved to Blacksburg, Virginia where his father became a professor of architecture at Virginia Tech (VPI). Until he was about six years old, Bert was often frightened by the loud piston-driven military fighters that sometimes flew low over his home while he was outside playing. On more than one occasion he came running into the house extremely frightened by an aircraft that had just flown over. His father took him to the VPI airport, where cadets were learning to fly on J-3 Piper Cubs, and arranged for him to go for a flight. Bert sat on his father's lap for a short trip around Blacksburg, and that forever ended his fear of airplanes. Later, Bert's father built a balsa and tissue model of the J-3 Cub, and Bert's interest in modeling began. Bert's fear of aircraft soon gave way to a love of aviation, and he began scale modeling. Bert looked at modeling (and still does) not as a hobby in and of itself, but as a small facet of his overall interest

The author in the rear seat of an F-5F after returning from a Red Flag mission.

in aviation. In 1959 his family moved to Gainesville, Florida, where his aviation interest took second place to his trumpet playing in high school. In 1964, he graduated from P.K. Yonge High School and returned to Virginia Tech specifically to fulfill his lifetime dream to be in the Virginia Tech Regimental Band-The "Highty Tighties." Upon graduation he was commissioned a second lieutenant in the Army, and he spent almost eight years as an army officer. During this time he commanded a Hawk guided missile battery in Korea and later wrote and taught classes in airpower, the Soviet air threat, and air defense suppression at the Army's Air Defense School at Ft. Bliss, Texas. In August 1976, he resigned from active duty in the Army, but his reputation as being knowledgeable in all aspects of military airpower led to a job offer as a civilian with the Department of the Army. He served in this position for four years as a "subject matter expert" in military airpower and was responsible for the development of the Army's new program on aircraft identification, the first in the world to feature dynamic simulation. During this time he started Detail & Scale as a part-time business to provide detailed reference material on military aircraft. Detail & Scale became so successful that Bert resigned from his position with the Army to devote full time to his new company. Since then he has written several books as well as articles for several magaZines. He is also an avid modeler and member of the International Plastic Modelers Society (IPMS). In July 1982, he was presented with a special award by IPMS/USA in recognition for his contributions to the society. He is also a member of the American Aviation Historical Society, and the Aviation and Space Writers Association. As a youngster who feared airplanes, it is ironic that Bert should now be so involved with aviation. He is a licensed pilot, and lives with his wife, Lynda, and their two children, Jan and Chip, in Peachtree City, Georgia, near Atlanta.

DETAIL I SCALE'S FIRST VOLUME ON A SHIP

in detail and scale Bert Kinzey

Airlife Publishing Ltd. England

COPYRIGHT

©

1988 BY DETAIL & SCALE, INC.

All rights reserved. No part of this publication may be reproduced in any form, stored in a retrieval system or transmitted by any means, electronic, mechanical, or otherwise, except in a review, without the written consent of Detail & Scale, Inc. This book is a product of Detail & Scale, Inc., which has sole responsibility for its content and layout, except that all contributors are responsible for the security clearance and copyright release of all materials submitted. Published and distributed in the United States by TAB BOOKS, Inc., and in Great Britain and Europe by Airlife Publishing, Ltd.

CONTRIBUTORS & SOURCES: LTJG (SW) Jennifer Boyd, USS LEXINGTON Photographic Section, USS LEXINGTON Larry Gertner Ray Collins National Archives Depart of Defense Still Media Records Center U.S. Navy

Photographs with no credit indicated were taken by the author.

FIRST EDITION FIRST PRINTING Published in United States by TAB BOOKS Inc. Blue Ridge Summit, PA 17294-0214

Library of Congress Cataloging in Publication Data: Kinzey, Bert. USS Lexington I by Bert Kinzey. cm. -- (Detail & Scale; vol. 29) ISBN 0-8306-8039-X (pbk.) : $8.95 1. Lexington (Aircraft carrier: 1943- ) I. Title. VA65.L4K56 1988 359.3'255--dc19 87-26772

First published in Great Britain in 1987 by Airlife Publishing Ltd. 7 St. John's Hill, Shrewsbury, SY1 1JE

British Library Cataloging In Publication Data: Kinzey, Bert U.S.S. Lexington -- (Detail and scale series; v.29). 1. Aircraft carriers -- United States. I. Title II. Series 623.8'55'0973 U874.3 ISBN 1-85310-606-2

Questions regarding the content of this book should be addressed to: Reader Inquiry Branch TAB BOOKS Inc. Blue Ridge Summit, PA 17294-0214

Front cover: The USS LEXING TON is the last operational unit of the ESSEX class of carriers that were designed just prior to World War II, and were modernized in the 1950s. This is AVT-16 as she appears today during operations in the Gulf of Mexico. The photograph was taken in May 1987. \

Rear cover: LEXING TON's final World War II scoreboard is shown in this rare color photograph from 1945. Trophy flags for Air Groups 16,19,20,9, and 94 are visible, as are tonnage figures for naval and merchant shipping. Kills and assists by the ship's guns are also included at right. Below the scores is a listing of all the actions in which LEXING TON participated, and to the right of that is a total score for the LEXING TON as of September 1945. The white ducks have numbers in them indicating the number of aircraft destroyed on the ground. Included in the totals are 387 aircraft destroyed in the air, 635 aircraft destroyed on the ground, 588,000 tons of naval vessels sunk or damaged, and 497,000 (USS LEXINGTON) tons of merchant shipping sunk or damaged.

FOREWORD Captain Haywood G. "Woodie" Sprouse enlisted in the Navy Reserve in 1956 while still in high school. Following active duty as an Aviation Electronics Technician Petty Officer, Captain Sprouse was selected for flight training. In 1961, he was commissioned an Ensign and designated a naval aviator. The Denver, Colorado, native has commanded VA165, an A-6E squadron on board the USS CONSTELLATION, CV-64, Carrier Air Wing 15, embarked on board the USS KITTY HAWK, CV-63, and the USS WICHITA, AOR1. Prior to assuming command of the USS LEXING TON, he completed the Navy's first battleship battle group deployment with the USS NEW JERSEY as ChiefofStaff, Cruiser-Destroyer Group One. Captain Sprouse has more than 5,000 flight hours and 1,000 carrier arrested landings while flying fourteen types of naval aircraft. He is one of a very few naval aviators to have made deployments in all three types of naval attack squadrons--light, medium, and heavy. Captain Sprouse graciously consented to write the foreword for this book.

As the current Commanding Officer of the USS LEXINGTON, I was very pleased to be asked to write the foreword for Detail & Scale's book on this historic ship. This book represents more than just a close examination of a specific ship; it is a chronology of a class of aircraft carriers that now numbers only one--USS LEXINGTON. To the naval historian, it will come as no surprise that of the twenty-four ESSEX class carriers built during and after World War II, only LEXI NGTON remains in commission. To the layman, the demise of the ESSEX class carrier went unnoticed. It was as if one day they were there, and the next day they were gone. During the Second World War, the ESSEX class carriers carried more aircraft and larger weapons loads, and went further and faster than any of their predecessors. They were larger than any of the older carriers except for the earlier USS LEXINGTON, CV-2, and her sister, USS SARATOGA, CV-3. Though many, including LEXINGTON, sustained combat damage, none were lost. The names of those ESSEX class carriers still stir the emotions of thousands of Americans who served on them as ship's company orthe embarked air group: BON HOMME RICHARD, WASP, YORKTOWN, SHANGRI-LA, ESSEX, HORNET, TICONDEROGA, FRANKLIN, and so many others. The last of the CVA's, the USS HANCOCK, was stricken from the fleet in 1976. Now, as then, the LEXINGTON is manned by a crew with an average age of just less than twenty-one. Time has added a new dimension to the manning. We now have women in the crew: 158 sailors, three chief petty officers, and sixteen officers to be exact. The women range in rank from seaman to lieutenant commander, and hold many jobs that traditionally had been exclusively male. They are doing a superb job. As the Navy's only training carrier, LEXINGTON shoulders this time-consuming responsibility for our

Captain H. G. "Woodie" Sprouse, USN, is the present commanding officer of the USS LEXINGTON, AVT-16. rUSS LEXINGTON) large-deck carriers, freeing them to carry out their operational missions. Each year, LEXINGTON spends up to 140 days at sea, usually in the Gulf of Mexico, providing a flight deck for the initial carrier qualifications of student naval aviators. Additionally, the LEXINGTON fills gaps in fleet pilot carrier qualifications by providing a deck for fleet and fleet replacement A-6 and A-7 squadrons. It is comforting to know that the initial investment of dollars and sweat required to build LEXINGTON continues to pay dividends. The latest long range planning calls for LEXINGTON to remain in commission until the twenty-first century--a fitting tribute to the men and women who served and maintained "The Blue Ghost" for over forty-fou r years. For the crew and the Lady Lex past and present, I am happy to thank Bert Kinzey for the -time and effort that went into the publication of this book.

H.G.SPROUSE CAPTAIN, U.S. NAVY COMMANDING OFFICER

3

INTRODUCTION

The USS LEXING TON, GV-16, was the second aircraft carrier of the ESSEX class to be commissioned. Once in service, she participated in almost every major engagement in the Pacific from September 1943 until the end of the war. Only twice during that time did she return to the United States, once for repairs, and a second time for an overhaul. Because of the fact that she never was painted in a "dazzle" camouflage scheme, she became known as "The Blue Ghost." On four separate occasions the Japanese reported sinking her, which is quite an exaggeration, since only twice did she receive significant damage in combat. This photograph was taken as the ship prepared to launch a strike in April 1944. (National Archives) F6F Hellcats, TBF Avengers, and SBD Dauntless dive bombers can be seen on the deck. The first twenty-eight volumes in the Detail & Scale Series were all on some of the most famous aircraft in aviation history. In Volume 29, the USS LEXINGTON becomes the first ship to be the subject of the familiar Detail & Scale format. The announcement that ships would be included in this series was met with an enthusiasm that was even better than expected. But a few people questioned why the LEXINGTON was to be the first ship covered. Those who asked this question thought that a modern nuclear-powered carrier such as the USS NIMITZ (CVN-68) or the USS ENTERPRISE (CVN-65) might be a more fitting choice. While these supercarriers may well be the subjects of future volumes, the LEXINGTON clearly should be the first ship to be included in the Detail & Scale Series. Most students of U.S. Naval history would probably select the first carrier ENTERPRISE (CV-6) as the most significant aircraft carrier in history. But certainly the USS LEXINGTON, which was launched as CV-16 on June 16, 1942, is a close second. She has served the United States longer and has set more records than any other carrier in the history of naval aviation. Known as "The Blue Ghost," her service record in World War II was exceeded only by that of the ENTERPRISE. Then, completely modernized, she began her post-war service in 1955. Today she remains the only ESSEX class carrier in service. She has been designated CVA, CVS, CVT, and AVT during this post-war period. As this book is written, LEXINGTON is closing in on her500,000th arrested landing, a record that undoubtedly will never be equaled by any other carrier. Her starboard catapult has recorded almost 300,000 launches, the most by any catapult on any carrier. Although she has been scheduled to be withdrawn from service several times, present plans probably mean that she will see her fifHeth birthday still in service

4

with the U.S. Navy. When she is finally decommissioned, the LEXINGTON will have served the United States longer in war and peace than any other carrier, past, present, and most probably future. Her records for landings, launches, and miles steamed will probably stand forever in the annals of naval carrier aviation. This is why the LEXINGTON should be the first book about a ship, and this is best summed up by her final World War II score card as illustrated on the rear cover. Research forthis volume was begun with some degree of concern, since every book that could be located on aircraft carriers (including one on LEXINGTONs, CV-2 and CV-16) mostly used the same photographs over and over again. This seemed to indicate that there may be little in the way of photographs available for this publication. But a trip to the National Archives and to the Department of Defense Still Media Records Center turned up several thousand photographs. Over one hundred were selected for possible use in this book. Additionally, two trips were made to the LEXINGTON while she was conducting flight operations in the Gulf of Mexico. Over 1500 photographs were taken during those two trips. Still more photographs were taken on a third trip that was made while she was in port. Many of these photographs show the details that are the emphasis of the Detail & Scale format. They will provide the modeler with valuable assistance in building an accurate model of the LEXINGTON. The photographic section aboard the carrier provided additional pictures. In the end we had a large quantity of photos to select from, and very few of the photographs in this book have ever been published before. For the most part, we have kept the narrative to a minimum, making every effort to include as many ofthese photographs as possible. These pictures and their captions tell the story of the LEXINGTON. They cover the

Captain H. G. "Woodie" Sprouse chats with the Air Boss during a lull in flight operations, May 1987. Seen between them is the starboard catapult of the LEXING TON which has recorded more launches (close to 300,000) than any other catapult on any carrier in the Navy. (Collins) ship's design details, combat history, modernization, air operations, and post-war service. There are over twenty pages showing details of the ship as she appears today. Photographic coverage was not the only area where we were fortunate. Detail & Scale was provided the complete official World War II history of the carriertaken from the ship's files. Although long since declassified, the original still bore the SECRET classification from the war years. This history was used to write the text for the carrier's operations in World War II. This text provides important information and dates on all of the actions in which the LEXINGTON participated between her commissioning in February 1943 and her return home afterVJ day.

.'

While many members of the ship's crew were most helpful, a special thanks is deserved by LTJG (SW) Jennifer Boyd, the Public Affairs Officer aboard the LEXINGTON. Her efforts in providing assistance and information went far beyond simply doing her job. Much of the credit for any success that this book attains belongs to her. She is directly responsible for providing access to take many of the photographs and for obtaining much of the information presented on the following pages. Our Modeler's Section includes information on the best way to build a model of the LEXINGTON as she appeared in World War II and in her post-war angled deck configuration. We are pleased to have Larry Gertner, well known for his ship articles in IPMS/USA publications,

The USS LEXINGTON CV-16 Association placed this plaque on the ship, and it remains there today. It explains how the nickname "The Blue Ghost" was given to the carrier. During most of the war, the USS LEXINGTON was painted in Measure 21, overall Navy Blue, which accounts for the "great blue ship" that the Japanese pilots reported seeing. Other carriers of the ESSEX class, most of the INDEPENDENCE class, the ENTERPRISE, and the SARA TOGA all had the "dazzle" camouflage schemes at one time or another. After her April-May 1945 refit, she was painted in Measure 21, a graded system of Navy Blue or Navy Gray up to the hangar deck, and Ocean Gray from there on up. write about how to build the ship as she appeared in World War II. Many people visit the LEXINGTON each year while she is in port. They see the plaques that have been placed where a suicide pilot crashed his aircraft into the ship, where a torpedo hit the stern, and in the hangar bay where the names of the LEXINGTON's shipmates and aircrews that gave their lives for their country are listed. It is a sobering and solemn experience. Anyone with a sense of patriotism and naval history cannot help but reflect on the gallantry and heroism that took place on the decks of this great ship. In peace, more naval aviators have landed on her flight deck than on any other carrier. In 1958, the USS ENTERPRISE, CV-6, was ordered scrapped, an act that, in the opinion of this writer, was nothing short of criminal. Hopefully, when the days of service are finally over for the LEXINGTON, she will be spared the same fate. It would be fitting for her to be placed on permanent display near the Naval Aviation Museum at NAS Pensacola, Florida. No aircraft carrier will ever again serve this country in both war and peace for so long a time. To scrap the LEXINGTON would be to destroy a part of history, and this must not be done. Detail & Scale is proud to present this book as our first title on a ship. In this way we hope to help preserve part of the history that belongs to "The Blue Ghost."

5

DEDICATION

This book is dedicated to al/ of the Americans who gave their lives aboard the USS LEXING TON during World War 1/. Their names are listed on this plaque which is located in the hangar bay of the ship. Included are names of the ship's company, and Air Groups 16, 19, 20, 9, and 94.

6

THE ESSEX CLASS OF WORLD WAR II

Taken on June 14, 1944, this photograph shows the LEXINGTON as she supported the landings in the Marianas. The flight deck markings have become considerably worn and are almost impossible to see. Rub marks made by the arresting cables on the aft end of the flight deck are visible. (National Archives) The following table provides basic chronological information on each of the ESSEX class carriers prior to their post-war modernizations. NUMBER AND NAME

BUILDER

KEEL LAiD

CV-9 ESSEX (SH) CV-10 YORKTOWN (SH) CV-11 INTREPID (SH) CV-12 HORNET (SH) ｃｖｾＱＳ FRANKLIN (SH) CV-14 TICONDEROGA CV-15 RANDOLPH CV-16 LEXINGTON (SH) CV-17 BUNKER HILL (SH) CV-18 WASP (SH) CV-19 HANCOCK CV-20 BENNINGTON (SH) CV-21 BOXER CV-31 BON HOMME RICHARD (SH) CV-32 LEYTE CV-33 KEARSARGE CV-34 ORISKANY CV-35 REPRISAL CV-36 ANTIETAM CV-37 PRINCETON CV-38 SHANGRI-LA CV-39 LAKE CHAMPLAIN CV-40 TARAWA CV-45 VALLEY FORGE CV-46 IWO JIMA CV-47 PHILIPPINE SEA

NNSDDC NNSDDC NNSDDC NNSDDC NNSDDC NNSDDC NNSDDC B50M BSQM BSQM BSQM NNSDDC NNSDDC

4/28/41 1/1/41 12/1/41 8/3/42 12/7/42 2/1/43 5/10/43 9/15/41 9/15/41 3/18/42 1/26/43 12/15/42 9/13/43

NYNY NNSDDC NYNY NYNY NYNY PNY PNY NNY NNY NNY PNY PNY BSQM

2/1/43 2/21/44 3/1/44 5/1/44 7/1/44 3/15/43 9/14/43 1/15/43 3/15/43 3/1/44 9/7/44 1/29/45 8/19/44

BUILDERS:

NNSDDC BSQM NYNY PNY NNY

LAUNCHED COMMISSIONED

DECOMMISSIONED

12/31/42 4/15/43 8/16/43 11/29/43 1/31/44 5/8/44 10/9/44 2/17/43 5/25/43 11/24/43 4/15/44 8/6/44 4/16/45

1/9/47 1/9/47 3/22/47 1/15/47 2/17/47 1/9/47 6/47 4/23/47 1/47 2/17/47 5/9/47 11/8/46 12/1/69

11/26/44 4/29/44 4/11/46 8/23/45 . 5/5/45 3/2/46 9/25/50 10/13/45 CONSTRUCTION CANCELLED 1/28/45 8/20/44 11/18/45 7/8/45 9/15/44 2/24/44 6/3/45 11/2/44 12/8/45 5/12/45 11/3/46 11/18/45 CONSTRUCTION CANCELLED 5/11/46 9/5/45

1/9/47 5/15/59 6/16/50 5/15/76 8/12/45 6/21/49 6/21/49 11/7/47 3/46 6/30/49 1/15/70 8/12/45 12/58

7/31/42 1/21/43 4/26/43 8/30/43 10/14/43 2/7/44 6/29/44 9/26/42 12/7/42 8/17/43 8/17/43 2/26/44 12/14/44

NEWPORT NEWS SHIPBUILDING AND DRY DOCK COMPANY. BETHLEHEM STEEL, QUINCY, MASSACHUSETTS NEW YORK NAVY YARD PHILADELPHIA NAVY YARD NORFOLK NAVY YARD

(SH) INDICATES A SHORT HULL SHIP. ALL OTHERS ARE LONG HULL SHIPS.

7

WORLD WAR II HISTORY

The date is February 17, 1943, the place is Boston Harbor, the weather is very cold, as evidenced by the ice in the water and the snow on the flight deck, and CV-16 has just been commissioned the USS LEXING TON. This photograph shows a number of the ship's details as completed. Note that there is only one catapult. The port catapult was not installed at this time. There are five lattice radio masts along the starboard side of the flight deck. As a short hull unit of the ESSEX class, there was only one 40mm gun mount on the bow. There is little in the way of radar antennas on the superstructure. The forward elevator is lowered, and the port deck edge elevator is folded to the vertical position. Being commissioned on February 17, 1943, (not March 17, as stated in some other publications) LEXINGTON was the second ESSEX class carrier to enter service with the U.S. Navy. The ESSEX was commissioned on December 31, 1942. (National Archives) The USS LEXINGTON, CV-16, was built at the Fore River Shipyard at Qu incy, Massachusetts, and was commissioned at the South Boston NavyYard on February 17, 1943. Captain F. B. Stump, USN, became the first commanding officer. She had originally been named USS CABOT, but the name was changed to LEXINGTON, when the first carrier to bear that name, CV-2, was lost at the Battle of Coral Sea on May 8, 1942. This began a precedent, as each fleet carrier that was lost during the war had a new carrier under construction named for it. These included YORKTOWN, WASP, HORNET, and PRINCETON. Even the old LANGLEY, CV-1, which had been converted to a seaplane tender, AV-3, had a carrier named for it when it was sunk on February 27,1942. In this case, the new carrier was CVL-27, a light carrierof the INDEPENDENCE class, but for all of the other carriers that were lost, it was a new ESSEX class carrier that carried on the name of the ship that was lost. The name originally planned for these ships was then used for a subsequent carrier. The name CABOT must have been a blessing for longevity of service. It was originally to be the name of CV-16, which still remains in 8

service with the U.S. Navy. When this ship was renamed LEXINGTON, the name CABOT was given to CVL-28, which went to war carrying that name. After post-war service with the U.S. Navy, and a redesignation to AVT-3, she was transferred to Spain in 1967, and renamed DEDALO. Thus she became the last of the INDEPENDENCE class light carriers to remain in service. The name LEXINGTON is one of the most famous in U.S. Navy history. The first LEXINGTON was a sixteengun brig that was purchased in March 1776 by the Continental Congress. The second LEXINGTON was a 691-ton sloop that was commissioned on June 11, 1826. She saw service in the Mexican War, and later was a storeship for Commodore Perry's expedition to Japan. She was followed by the third LEXINGTON which was an ironclad sidewheeler that was commissioned in August of 1861. After seeing action in the Civil War, she was decommissioned on June 2,1865. The next LEXI NGTON was to be a battlecruiser, but became the U.S. Navy's second aircraft carrier CV-2. She was commissioned on December 14, 1927, and as mentioned earlier, was lost at the Battle of Coral Sea.

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Detail of the two portside screws and shafts are seen in this photograph of the LEXING TON while she was still on the building ways at QUincy, Massachusetts. (National Archives) The present LEXINGTON was the second ESSEX class carrier to be commissioned. After her commissioning, LEXINGTON began a fitting out period at Boston, then she left for the Chesapeake Bay on April 13th. On April 23rd, CDR BW. Wright made the first take-off and landing aboard the ship. She was then joined by Air Group 16 for practice maneuvers. After a shakedown cruise, she returned to Boston for post shakedown availability. Following her post shakedown availability, LEXINGTON left Boston and proceeded via Norfolk to the Panama Canal. On July 26th, she joined with the BELLEAU WOOD, CVL-24, and PRINCETON, CVL-23, and transited the Canal on July 26th and 27th. On July 28th, these th ree carriers, along with the other shi ps of Task Group 52.6 left Balboa and headed for Pearl Harbor. After

Air Group 16 operated on the LEXINGTON during her shakedown cruise. At that time the F4F Wildcat had not been replaced by the F6F Hellcat, but it was the only time the Wildcat would operate from this carrier. By the time LEXINGTON left for the Pacific on July 4, 1943, Air Group 16 had received the Hellcat. This F4F has missed the arresting cables and is about to hit the barriers. Details of the superstructure are visible in this photograph. (National Archives)

.Y

CDR B. W. Wright is catapulted from the LEXINGTON in an F4F Wildcat to record the first take off from the new carrier. The top of the catapult bridle can be seen at the very bottom of the photograph. CDR Wright had made the first of what would someday exceed 500,000 arrested landings just before this photograph was taken on April 23, 1943. (National Archives) an uneventful voyage, LEXINGTON arrived at Pearl Harbor on August 9th, and reported to ComAirPac for duty as part of the Pacific Fleet. After several weeks at Pearl Harbor, LEXINGTON left for war on September 11 th, as part of CTG 15.5. The mission of this group was to make a raid on enemy air installations at Tarawa Atoll in the Gilbert Islands. The raid began at dawn on September 18th, and during that day 196 sorties were flown with a loss of only three aircraft. After the raid, the group returned to Pearl Harbor. LEXINGTON sortied on September 29th for her second raid which was a strike against Wake Island. This was to be the fi rst raid carried out by several carrier groups operating together. In two days Air Group 16flew 305 sorties with the loss of two fighters and one dive bomber. The bomber crew was rescued by a submarine. The next operation for LEXINGTON was the occupa-

The first F6F-3 Hellcat to land aboard the LEXINGTON comes aboard on July 5, 1943, as Air Group 16 joins the carrier en route to the Pacific via the Panama Canal. At this time the number 16 was not visible on the flight deck. (National Archives)

9

1943

This view is similar to the commissioning photograph shown at the top of page 8. The photograph was taken on May 28, 1943, just over three months after the commissioning, and noteworthy is the addition of radar and other antennas to the superstructure. The lattice masts are lowered to the horizontal position as they would be for flight operations. There is a noticeable weathering of paint visible along the sides of the ship. (National Archives)

Also taken on May 28, 1943, during LEXING TON's shakedown cruise, this photograph reveals details on the port side. Note that there is only one 40mm gun mount loeated to the left of the centerline on the stern. The four five-inch single gun mounts can be seen on this side of the carrier. Two are located forward, and two aft. (National Archives)

This excellent view of the LEXINGTON was taken on October 10, 1943, shortly after the raids on Wake Island. The number 16 now appears on the flight deck. (National Archives) 10

F6F-3s and SBOs are shown preparing for take-off for the raids on Mille Island in November 1943. (National Archives) tion of the Gilbert Islands during November 19th-24th. Working with YORKTOWN, CV-10, and COWPENS, CVL-25, LEXINGTON took up a station 100 miles southeast of Mille in the Marshalls group. Their mission was to intercept enemy aircraft being staged from the Marshalls to counter the invasion of the Gilberts. They also conducted strikes against installations at Mille. On November 23rd, twelve Hellcats from LEXINGTON shot down seventeen Japanese aircraft and claimed an additional three probables. Only one Hellcat was lost, and its pilot was rescued. The next day, twelve Hellcats attacked a formation of two Bettys and eighteen Zekes. They shot down both Bettys and ten Zekes with two more as probables. No Hellcats were lost. After refueling, the carrier groups proceeded on to raid Kwajalein Atoll. The first strike was made at 0630 on the morning of December 4th. Dive and torpedo bombers attacked the two cruisers and a transport in the harbor, destroying the transport and damaging the cruisers. Twelve Hellcats strafed the airfield, although they were

The list on the flight deck is noticeable in this photograph as the LEXINGTON makes a hard turn to starboard. Hellcats with folded wings and Oauntless dive bombers are on the deck. (National Archives)

Returning aircraft from the Mille raids are parked forward. Note that the Hellcat that is taxiing forward has the red surround on the national insignia. At this time the Air Group had no distinguishing markings on its aircraft. A part of the 16 on the forward end of the flight deck is visible in this photograph. (National Archives) intercepted by thirty Japanese fighters from Roi Island. Nineteen enemy fighters and one Betty were destroyed in the air, and three more Bettys were destroyed on the ground. While returning from the strike, the SBDswere attacked by enemy fighters. The SBDs shot down six Zekes and one Betty on their way back to the ship. The final score for Air Group 16 for this strike was one transport and one cruiser sunk, one cruiser damaged, 27 aircraft shot down, and three destroyed on the ground. As the group withdrew, they were attacked by two enemy torpedo bombers. The gunners on the LEXINGTON were the fi rst to open fire in what was to be their first chance to engage in actual combat. They shot down both aircraft in quick order. Then a third bomber was sighted. It dropped its torpedo, but was then shot down by LEXINGTON gunners. An evasive turn caused the torpedo to

The ship's only catapult is being used to launch SBOs in late November 1943. Note the wind sockon the side of the twin five-inch mount, and the forward-most barrier stretching across the deck in the down position. These SBOs were probably being launched for patrol duty rather than for a raid when this photograph was taken. (National Archives) 11

This view, taken in brighter light, shows more details of the LEXING TON on November 12, 1943. Note the two new 40mm gun positions at the hangar deck level on the aft end of the ship. These were not present at her commissioning nor during the shakedown cruise. (National Archives) miss. That evening, at 1846, radar detected the first bogie, then more and more were seen. From then until 0127, the Task Group was under continual attack. At 2150, float lights were dropped on the water to guide the attackers to the target. At 2322, four parachute flares appeared on the port beam of the LEXINGTON silhouetting the ship, and making it obvious that it had been picked out as a target. At 2325, LEXINGTON opened fire at bogies coming in from the starboard bow. A torpedo was seen to drop from a Betty on the starboard beam, and the torpedo hit at 2332. The damage caused the ship to settle five feet to starboard, and steering control was lost. The carrier turned in a circle to port streaming a dense cloud of smoke from ruptured gas tanks on the fantail. Nine men died and thirty-two were wounded in the attack. After twenty minutes, the rudder was brought amid-

This plaque is located on the starboard side of the fantail at the hangar deck level, just above where an aerial torpedo struck the ship on December 4, 1943. It was the first damage inflicted on the LEXINGTON by the Japanese. 12

ships, and steering was accomplished by using the main engine. Only half an hour after being hit, LEXINGTON was steaming eastward at 20 knots. It continued on to Pearl Harbor for temporary repairs, then on to Bremerton for permanent repairs, arriving there on December 22nd in time for Christmas. LEXINGTON left Bremerton on February 20th, and proceeded to NAS Alameda to pick up AirGroup 19, 2500 passengers, and freight. She passed under the Golden Gate Bridge on February 24th, and arrived at Pearl Harbor on February 28th. With her old Air Group 16 back aboard, LEXINGTON left for the war zone on March 3rd. She arrived at Majuro in the Marshalls on March 8th, where Vice Admiral Marc A. Mitscher moved his flag aboard, thus making LEXINGTON the Force Flagship of Task Force 58. On March 18, LEXINGTON and Air Group 16 conducted their first strikes since being damaged in December. The target was Mille Atoll which was still in Japanese hands. Two days later, the Task Force headed for their next major operation, a raid on the Palau Islands. On March 29th, from 1712 to 2200, the Task Force was subjected to a night attack, but no damage was done, and the ship secured from General Quarters. At 0633 the next morning, the first strikes were launched, and they continued uninterrupted throughout the rest of that day and the next. The next day strikes were launched against Woleai, putting it permanently out of action as a Japanese staging base. The Task Force then returned to Majuro Atoll, arriving there on April 16th. While there, Captain Stump was promoted to Rear Admiral, and Captain E. N. Litch replaced him as commanding officer of the LEXINGTON on April 10th. Task Force 58 then sailed for Hollandia, New Guinea, to support landings by the Army. Strikes commenced on April 21 st, with 212 sorties being flown that day. Twentynine enemy aircraft were destroyed on the ground, and two costal vessels were sunk. The following day the landings were conducted against minimal opposition, and only 74 sorties were flown. While the operation against Hollandia was relatively

With only two aircraft on the flight deck, this excellent overhead view shows the flight deck markings on the LEXING TON very well. The markings were black on a blue stained deck. This photograph was taken on March 10,1944, just two days after Vice Admiral Marc Mitscher moved his flag aboard the ship. (National Archives) easy, the next operation was against Truk, which had the reputation of being Japan's strongest base in the Pacific. The run-in during the evening of April 28th was uneventful, and launching of the first strikes the following morning was delayed until 0722 due to bad weather. Shortly after 0800, bogies were reported, and at 0814 two dive bombers made runs against LEXI NGTON from the port bow. One was shot down, and the other one dropped a bomb which fell just off the fantail. Meanwhi Ie, the first stri ke reached the target area, and was intercepted by many Japanese fighters. Hellcats from the LEXI NGTON shot down seventeen with a loss of four planes and three pilots. Fighters from the LANGLEY, CVL-27, shot down another twenty fighters. From then on, enemy air resistance was negligible, and for two days Task Force 58 systematically worked over Truk, while cruisers and battleships pounded the neighboring islands of Satawan and Ponape. At times the force was so close to the outlying islands that they could be seen on the horizon. An enemy dive bomber dropped a bomb close to the LEXINGTON during the second evening of the attack, but otherwise there was no further enemy activity over the ships. The force returned to Majuro for replenishment, then departed on June 6th, for the Marianas. On the afternoon of June 11th, a fighter sweep was launched at 1307. Task Force fighters shot down over 100 enemy aircraft during the sweep, and effectively neutralized air opposition over Saipan. The enemy launched numerous attacks against the Task Force, but no damage was done except for loss of a lot of sleep. On June 12th, the LEXINGTON launched a fighter sweep at dawn, and this was followed by six

strikes against Saipan. Severe damage was inflicted on ground installations, and two cargo ships and several smaller craft were sunk by LEXINGTON's aircraft. A fighter sweep and four strikes were launched the following day. Although these were successful, the day was marred by the loss of CDR Robert Isley, the commanding officer of the torpedo squadron. He was hit by AA fire, and crashed on the airfield that was later named in his honor. On June 14th, more strikes were conducted on the northern islands and on Saipan itself. Strikes continued the following day. At 1803, while still in the process of landing planes from the last strike, a bogie was picked up on radar and shot down by CAP from one of the other carriers. At 1818, General Quarters was sounded while landing operations continued. The Japanese attack was large and executed at very high speed. LEXINGTON's gun batteries shot down five of eight enemy aircraft that appeared off her starboard and port bows. Two torpedoes were launched at the ship, and one passed on each side as the ship maneuvered. They were veryclose and in plain view of the crewmen on the deck. One attacker burst into flames on the port bow, then flew the length of the flight deck only a few feet above it. The aircraft crashed off the port quarter, but there were no serious injuries sustained by any of the LEXINGTON's crew. Not much happened until June 19th, which became famous as the date of the first Battle of the Phil ippine Sea. During the day, the LEXINGTON's air group did its full share. While the dive and torpedo bombers were hitting Guam, the fighters shot down forty-five aircraft that attacked the task force. The CAP from all of the carriers 13

1944

After receiving a torpedo hit in the stern on December 4, 1943, LEXINGTON returned to Puget Sound for repairs and other work. The photographs on this page were all taken on February 20, 1944, as the ship left Puget Sound heading for San Francisco. Two changes in particular are noteworthy. First, the second catapult has been added to the port side. Second, three 40mm gun sponsons have been added to the starboard side just below the island. LEXING TON was one of the first-if not the first-ESSEX class carrier to receive these extra gun mounts. There remains only one 40mm mount on the bow and one on the stern. (All photos, National Archives) 14

This view of the port side shows more 40mm gun mounts that were added at Puget Sound. Two quad 40mm tubs have been located at the hangar deck level forward of the deck edge elevator and aft of the forward five-inch guns. In this photograph, the carrier is recovering aircraft from strikes on Palau in late March 1944. (National Archives)

Details of the starboard side of the ship are visible in this photograph taken in March 1944.

(National Archives)

Front and rear views of the LEXING TON show additional details of the ship as she operates off Palau in March 1944. In the photograph at left, notice the Hellcat at the extreme right that has taken a wave-off and is flying along the side of the ship. (Both National Archives)

15

proved more than a match for the enemy, and gun batteries from the ships took care of the few enemy planes that did get through. Fighters landed, rearmed, and refueled, then launched again to maintain the protective umbrella above the ships. By the end of the day, over 400 enemy aircraft had been destroyed. The next day was spent searching for Japanese surface units, and twelve Hellcats armed with bombs were launched from LEXINGTON. They searched out to 450 miles, but made no contact. They returned after a search mission lasting six hours. But at 1545, a search plane from one of the other Task Groups in the force located the enemy. In spite of the lateness of the hour and the great distance involved, a strike was prepared. LEXINGTON launched eleven Hellcats, seven Avengers, and fifteen Dauntless dive bombers at 1635.

It was dark when the aircraft from the strike began returning to the force. They were running Iowan gas, and it was feared that many might have to ditch at sea in the darkness. They were landed aboard the first carrier they found even if it was not their assigned carrier. It was at this time that Vice Admiral Mitscher on the LEXINGTON gave the famous order to "Turn on the lights," violating light security in order to help the returning pilots find their way home. It risked exposing the force to an enemy submarine or aircraft, but the order now is among the most famous given in the history of the U.S. Navy, and ranks with, "I have not yet begun to fight," and "Dam n the torpedoes, full speed ahead." Fortunately, no enemy attack was made, and many planes landed safely while others ditched close to the ships. For the balance of this operation, which lasted until July 9th, "milk run" strikes were made against Guam to deny its use to the enemy. At 0630 on July 9th, Air Group 16 launched for the last time. This was also the last time that the SBD Dauntless would launch from the LEXINGTON. Other carriers had already changed to the SB2C Helldiver, and LEXINGTON was now to do so as well. Even as Air Group 16 left, planes from Air Group 19 were seen overhead, and all were safely aboard by 0846. On July 14th, LEXINGTON sortied from Eniwetok, and once again headed for the Marianas. From July 18th to 21 st, they supported the land ings on Guam. On July 24th, they conducted strikes against Palau, Yap, and Ulithi. Throughout this period air opposition was nonexistent, and activities were conducted in a routine manner. On the afternoon of July 21st, LEXINGTON was again in the Marianas, and anchored in Saipan harbor. Here the sh ip was re pi en ished, and then she left to cond uct stri kes on Iwo Jima, Haha Jima, and Chiohi Jima. She then returned to Eniwetok on August 10th and remained there until August 29th. On September 6th, 7th, and 8th, the task group conducted strikes on Palau with no airborne opposition. This ended the assaults on the outlying islands, and from this point on, the attention of the Third Fleet was turn.3d to the Philippines and the inner circle of Japan's defenses. On 16

One of the most famous orders in naval history was given by Vice Admiral Marc Mitscher during the First Battle of the Philippine Sea on June 20, 1944. To help returning aircraft to find the ships, Admiral Mitscher ordered the ships to "Turn on the lights, "thus possibly exposing them to enemy aircraft and submarines. The gamble paid off, and this plaque now commemorates the order that was given aboard the USS LEXING TON. September 9th and 10th, Mindanao was hit by strikes from the entire task force. Then, looking for targets, Admiral Halsey ordered strikes against the Visayan region. Here, the fighters found the opposition they had been looking for. On September 12th, a fighter sweep ran into planes taking off from airfields in the Cebu area, and shot down fifteen enemy aircraft. On September 21st and 22nd, strikes were begun in the Manila area. After replenishment at Ulithi, LEXINGTON participated in strikes against Okinawa on October 10th, and on Formosa from October 12th through the 14th. The first fighter sweep encountered many enemy planes, and shot down twenty-eight of them. The ships of the task force were not attacked during the day, but came under sustained attack at night. On the second evening, the cruiser CANBERRA took a torpedo hit, so instead of retiring, the force stayed on to assist her and to make further diversionary attacks on Formosa. Thefollowing afternoon, the force was agai n attacked. A torpedo narrowly missed the ESSEX, and a Japanese plane crash-dived into the fantail of the cruiser RENO, causing minor damage. The CAP from the PRINCETON shot down eighteen planes of the attacki ng force. On October 24, the task group began strikes against Luzon, while the rest of the task force was operating to the south. At 0800, radar plot reported "many many" bogies closing, and all available fighters were scrambled.

The force was under constant attack throughout the day from carrier and shore-based aircraft, but the effective CAP adequately protected the ships. Only a few isolated enemy planes got through, and one of those dropped a bomb on PRINCETON. This caused secondary explosions of armed aircraft on her hangar deck, and despite a gallant effort, she was eventually lost. She was the only CV or CVL lost after the first HORNET, CV-8, was sunk at the Battle of Santa Cruz on October 26, 1942. One hundred and fifty enemy planes were shot down by the task group. On the morning of October 25th, strikes were launched against an enemy carrier force to the north. This was one of the more controversial decisions made during the war in the Pacific. Admiral Halsey decided to hit Admiral Ozawa's carriers to deal the few remaining carrier forces of Japan a decisive blow. It was Ozawa's mission to act as a decoy and draw Halsey north to attack the Japanese carriers that were now lacking any kind of credible force of aircraft. The correctness of the decision will not be debated here. Halsey wanted to crush the last of the Japanese carrier forces, and this he did. Only twenty Zeke fighters rose to intercept the American aircraft, and these were easily smothered by the Hellcats. This allowed the bombers to work slowly and deliberately, and strike after strike was thrown at the enemy throughout the day. The carriers CHITOSE, CHIYODA, ZUIt-i0, and ZUIKAKU were sunk. The enemy force was crushed, and for all intents and purposes, Japanese carrier forces ceased to exist. After this battle, known as the Second Battle of the Philippine Sea, Vice Admiral Mitscher and his staff departed the LEXINGTON. Following a replenishment period, two strikes were begun off Luzon on November 5th and 6th. Aircraft struck

Single and twin barrel 20mm guns formed the close-in anti-aircraft defense for the LEXINGTON. Dozens of these guns lined the flight deck. They put up a lot of fire, and could discourage even the bravest pilot, but had little effect against a Kamikaze. The only way to stop a suicide dive was to blow the aircraft apart before it hit the ship. (National Archives)

the Clark Field area, and LEXINGTON's planes sunk a heavy cruiser in Manila Bay. But the Japanese were to retaliate. At 1315, bogies were reported, and when they approached to ten miles without being intercepted, it was obvious that LEXINGTON was to come under attack. At 1337, two Zekes dived on the ship. A five-inch shell knocked off the tail of the first, causing it to miss the ship, but the second, although hit, continued on into the ship, crashing just aft of the secondary conn. Heavy fires ensued, and numerous casualties were suffered. The fires were quickly controlled, and with the flight deck undamaged, air operations continued. Forty-seven men were killed and 127 were wounded. After conducting strikes the following day, LEXINGTON retired to Ulithi where the wounded were transferred to the USS SOLACE. For the rest of November, LEXINGTON underwent repairs. Air Group 19 returned to the States, and was replaced with Air Group 20 from ENTERPRISE. They brought seventy-three Hellcats, fifteen Avengers, and fifteen Helldivers with them. On December 11th, LEXINGTON sortied from Ulithi as flagship of CTG 58.2, to support the landings of General MacArthur's forces at Mindoro. Strikes were made on December 14th, 15th, and 16th to blanket the airfields and prevent air opposition of the landings. This effort was so successful that no enemy opposition was encountered during this period. On the morning of the 16th, a small group of Bettys and Zekes was detected heading toward the force, but these were intercepted by fighters from LEXINGTON and HANCOCK, CV-19, and all enemy aircraft were shot down. On December 23, the force returned to Ulithi after riding out a typhoon. LEXINGTON again sortied from Ulithi on December 30th, and until her return on January 27, she participated in strikes against Formosa, Luzon, Camranh Bay, Hong Kong, and Okinawa. After her return to Ulithi, Captain Litch was relieved by Captain Thomas H. Robbins as the ship's commanding officer. The following day, Rear

Medium range defense was supplied by quad 40mm mounts. These were located on the hangar deck level, the flight deck level, and on the superstructure. (National Archives) 17

SUICIDE DIVE

Careful examination of this photograph will reveal a speck above the USS LEXING TON that is in reality a Japanese Zeke making a suicide dive on the ship. White puffs of smoke indicate the intensity of the anti-aircraft fire. The photograph was taken only seconds before impact. (National Archives)

This dramatic photograph was taken looking almost straight up at the Zeke making its suicide dive on the ship. Tracers can be seen heading for the aircraft, and although hit, the pilot managed to guide the Zeke into the secondary conn of the ship. (National Archives)

Impact! This enlarged photo shows the smoke and fire resulting from the suicide aircraft hitting the superstructure. Since the flight deck was undamaged, the carrier was able to resume flight operations in a short time, but then headed to Ulithi for repairs the next day. (National Archives)

These two photographs show part of the damage caused by the suicide attack. Most of the casualties were in the exposed 20mm gun batteries. (Both National Archives)

18

Air Group 20 was aboard the LEXINGTON when this photograph was taken at Ulithi in February 1945. Notice that the Hellcats are the F6F-5 version, and are in overall gloss sea blue. The Helldivers and Avengers are still in the three-color scheme. All have the LEXINGTON's markings for that time, consisting of a large diagonal white band on the vertical tail and the upper surfaces of the wings. (National Archives) This is the plot room of the USS LEXING TON as it appeared in January 1945. (National Archives) Admiral R. E. Davidson of Carrier Division 2 raised his flag aboard LEXINGTON. Air Group9 replaced Air Group 20 on February 2. This new group got its baptism offire in strikes around Tokyo on February 16 and 17. On the 16th, twenty-five enemy planes were shot down, and eighteen more were destroyed on the ground. The Air Group Commander, CDR P. H. Torrey, Jr., and three other pilots were lost during the day. Three Zekes and an Oscar were shot down the following day, which was the second anniversary of the commissioning of the LEXINGTON. The strikes in the Tokyo area were followed by more strikes in support of the landings on Iwo Jima on February 19th, 21 st, and 22nd. On the 25th, the group returned for another strike around Tokyo. After a strike and photo

Pilots relax in one of the ship's ready rooms. Note the aircraft silhouette photograph on the wall to the rear of the room. (National Archives)

mission at Amami Gunto on March 1, the LEXINGTON returned to Ulithi. On March 7th, the LEXINGTON left Ulithi for a trip back to the States. After stopping at Pearl Harbor, she entered Puget Sound Navy Yard and Bremerton, Washington, on March 31. LEXINGTON remained all of April and part of May at Puget Sound. Most work was simply a routine overhaul, but a noteworthy change to the superstructure was made. The flag plot and navigation bridge was enlarged, and this necessitated the removal of the forward most 40mm gun mount on the superstructure. The other noticeable

Other officers are shown relaxing in the flight deck control office in December 1944. More interesting silhouette photographs appear on these walls! (National Archives) 19

Ferrying a lot of passengers and land-based aircraft, the LEXINGTON leaves NAS Alameda on May 29, 1945. The graded Measure 12 paint scheme is visible, consisting of the darker Navy Blue or Navy Gray from the waterline up to the hangar deck, and Ocean Gray from the hangar deck up. Many references have previously reported this as Measure 22, with Navy Blue up to the hangar deck and Haze Gray from there on up. Recent studies have indicated that it was Measure 12 instead. The darker, lower color could have been Navy Blue, or, more probably, Navy Gray, but black and white photographs do not verify this. The flight deck is stained blue. Noteworthy is the additional40mm quad mount on the fantail. Only the forward two lattice radio masts remain. The masts aft of the superstructure have been removed. (National Archives) change was that the LEXINGTON was no longer painted in the overall Sea Blue of Measure 21. Instead, she had been repainted in Measure 22, a graded system of Navy Gray or Navy Blue up to the hangar deck level, and Ocean

Gray from there on up. LEXINGTON left Bremerton on May 22nd, and headed for NAS Alameda, California. On May 29th, she left for Pearl Harbor without escort. At Pearl Harbor, Air Group 94 came on board. This group was the first to bring the F4U Corsair aboard LEXINGTON. The group had 103 aircraft, consisting of thirtyone Hellcat fighters, four Hellcat night fighters, two photographic Hellcats, thirty-six Corsairs, fifteen Hell-

The LEXING TON was about ready to leave the Puget Sound Navy Yard on May 14, 1945, when this photograph of the superstructure was taken. Note the Bugs Bunny character on the forward director. (National Archives) 20

This photograph shows details of the superstructure on May 23, 1945, as the ship sailed toward NAS Alameda from Puget Sound. Note the lowered forward elevator and radar fit. Of particular interest is the removal of the forward-most 40mm quad mount from the superstructure and the enlarged flag plot and naVigation bridge in its former location. (National Archives)

Late in the war, the LEXING TON became the only ESSEX class carrier fitted with Army quad .50 caliber machine gun mounts that were used for close-in air defense. Confidence was not high with the 20mm guns when it came to knocking down a Kamikaze, and the quad fifties could put out more firepower. Seven such mounts were installed. The one shown at left is on the port side, and the one at right is on the starboard side. (Both National Archives) divers, and fifteen Avengers. With her new air group, LEXINGTON conducted training maneuvers on June 6th, 7th, and 8th. On June 9th and 10th, Air Group 2 conducted training aboard the ship. Air Group 94 returned on the 10th, and LTJG Richard C. Posterick of VF-94 made the 20,OOOth landing in an F6F. By June 13th, LEXINGTON was again on her way to the forward area as part of TG 12.4. The g roup proceeded to Leyte, Phi lippine Islands, making a one-day strike against Wake Island on the way. One hundred and seventy-three sorties were flown from LEXINGTON. Additionally, four photographic sorties were flown, and a four-plane CAP was kept over the rescue submarine. Sixty-three tons of bombs, 462 rockets, and eight Tiny Tims were dropped or fired at the targets. One Hellcat and one Corsai r were lost to AA fire. The rest of the trip to the Philippines was uneventful, and LEXINGTON anchored in San Pedro Bay on June 26. When LEXINGTON left the Philippines on July 1, there would be less than two months before hostilities would cease. The next time she dropped anchor, it would

LEXINGTON's radars are shown in this photo taken in November 1944. The number keys are as follows: 4-fire control, 10-air search and height finder, 12-radar test equipment, 13-surface search, 15 & 22-homing beacon, 21 & 23-air search, and 26-10. All other numbers are radio communications antennas. (National Archives)

be in Tokyo Bay. But these would be busy days as the action was now taking place over Japan itself. LEXINGTON was operating as part of Task Group 38.1 under Rear Admiral T. L. Sprague. His flag was in USS BENNINGTON, CV-20. Two other task groups comprised Task Force 38. As the force moved northward toward the Japanese islands, intensive training was conducted for nine days. Then on the tenth day, Task Force 38 struck the Tokyo area. LEXINGTON's aircraft struck airfields north of the city with a mission to destroy aircraft on the ground and in the air. But throughout the raids, the Japanese refused to take to the air to defend their homeland. No enemy planes ever approached close enough to the ship to cause its guns to open fire. The Japanese had dispersed and concealed their aircraft, making the job of finding and destroying them very difficult. It meant that attacking planes had to fly low over the target area, and, as a result, losses mounted from AA fire. Bad weather also hampered flying operations. On July 14, LEXINGTON's aircraft covered the battleship and cruiser bombardment of the I mperiallron Works at Kamaishi, which was the first surface bombardment of the war against the main Japanese islands. The next day the target area was Hokkaido, then Task Group 38.1 moved south a'nd struck the air fields north of Tokyo again. On July 18, a large scale attack was made on the battleship NAGATO at the Yokosuka Naval Base. This attack damaged but did not sink the vessel. After Withdrawing for several days to replenish and rest, attacks resumed on July 24. From a position south of Kobe, four strikes were launched against airfields, and two more were sent against the remnants of the Japanese fleet at Kure. On these strikes, hits were scored on the carriers AMAGI, ASO, IKOMA, and SHIMANE MARU, battleship/carrier ISE, and the cruisers AOBA, and OYODO. All of the carriers were sunk, and the ISE and the cruisers were hit again on the 28th. A tanker was sunk just 21

south of Kure. On July 28th, strikes against airfields southeast of Nagoya resulted in claims of forty-one planes destroyed, sixteen probably destroyed, and twenty-six planes and two gliders damaged. Two strikes went back to finish off the ISE, AOBA, and OYODO, and each was left resting on the bottom. After these strikes, the group moved northward some 300 miles off Honshu. It was not until August 9th that strikes were launched again. This time the targets included airfields and shipping in the northern neck of Honshu. More attacks were launched on the 13th in the Tokyo area, and LEXINGTON's CAP shot down a Jill, which proved to be the first and only airborne kill scored by Air Group 94. After refueling on the 14th, strikes were launched against installations at Hyakurigahara, but before the second strike reached its targets, it was recalled in view of the Japanese agreement to surrender. Task Force 38 withdrew from the Tokyo area to refuel and rest. It operated in an area 200 miles southeast of Honshu, conducting routine patrols and gunnery practice. Until August 25, the task group simply marked time, awaiting further orders. On that day LEXINGTON moved to within approximately 100 miles of the coast of Honshu to begin a series of patrol missions designed to precede and accompany the initial occupation landings that were to be made in the Tokyo area. One of the primary goals was to locate prisoner-of-war camps and drop supplies to them. These missions to support the occupation forces and supply the POW camps continued for sixty-one days. During this time, LEXINGTON was detached from TG 38.1, and reported for duty in TG 38.3 on August 31. On that day, Vice Admiral Sherman brought his flag on board the LEXINGTON. On September 4, LEXINGTON was detached from TG 38.3, and the following afternoon she set a precedent for fleet carriers by entering Tokyo Bay. As she dropped anchor, she came to a stop for the first time since she had left the Philippines on July 1. After embarking the Marine Detachment that had been on the beach since August 30,

LEXINGTON departed Tokyo Bay on September 6th and rejoined the task group which had been redesignated TG 38.2 on September 5. LEXINGTON reentered Tokyo Bay with the Task Group on September 10 for a period of rest and replenishment. She departed again on the 15th to continue patrols off Honshu. Except for one replenishment period, LEXINGTON continued to conduct patrols until December 3, 1945. Then she set sail for home, arriving at the San Francisco Naval Shipyard on December 15. She was moved to Seattle in May 1946 to be deactivated, then was decommissioned on April 23, 1947. LEXINGTON was placed in the Pacific Reserve Fleet at the Puget Sound Naval Shipyard for a well deserved rest that was to last until 1953. .'

USS LEXINGTON WORLD WAR II CHARACTERISTICS (As Built--1943) Length (overall) Length (waterline) Beam (overall) Beam (waterline) Displacement (standard) Displacement (full load) Draft (standard) Draft (full load) Flight Deck , Hangar Deck Hangar Deck Height Elevators Catapults Arresting Gear Machinery Shaft Horsepower Speed (design) Crew (officers/enlisted)

872 feet 820 feet 147 feet 6 inches 93 feet 27,100 tons 33,000 tons 23 feet 28 feet 6 inches 862 x 108 feet 654 x 70 feet 17 feet 6 inches 2 centerline and 1 deck edge 1 ea H-4 (1) Mk 4 8 B & W Steam Boilers 150,000 33 knots 275/2365 (2)

(1) A second H-4 catapult was installed later. (2) Includes embarked air group, numbers are approximate and varied during the war.

The USS LEXINGTON has received the following awards: The Presidential Unit Citation The American Area Service Medal The Asiatic-Pacific Area Campaign Service Medal with eleven battle stars The World War II Victory Medal The Navy Occupation Service Medal The National Defense Service Medal This plaque has been placed in the superstructure near where the aircraft making the suicide dive struck the ship. It remains there today for all to see, marking the spot and date where the LEXING TON received the greatest amount of damage and suffered the greatest loss in lives during the war.

22

The Armed Forces Expeditionary Service Medal The Philippine Liberation Campaign Ribbon with two stars The Republic of the Philippines Presidential Unit Citation Badge

MODERNIZATION

The newly commissioned and modernized USS LEXING TON leaves the pier with a part of her crew mustered on deck. Several details are noteworthy in this photograph and the one on the next page. G-11 steam catapults are installed, and they extend almost all the way back to the new island. However, note that there are no catapult overruns at this time. The forward elevator is still rectangular in shape, as is the port side elevator. There is a wedge-shaped portion of the flight deck forward of it that did not move with the elevator. Five-inch/38 and three-inch/50 guns are located in sponsons on either side of the forward end of the flight deck. The design of the hurricane bow is clearly shown here. The ESSEX class carrier to the stern of the LEXING TON is the SHANGRI-LA, GVA-38, which received essentially the same conversion as the LEXING TON. In the center of the background is the USS MIOWA Y, GVA-41, and in the far background is the USS GORAL SEA, GVA-43. (National Archives)

,.,'

When the USS LEXINGTON was recommissioned in 1955, she was practically a new ship. Looking at her features, it was hard to believe that she was actually the same LEXINGTON that had participated in the major carrier battles of World War II. In order to relate to the modernization that the LEXINGTON underwent, it is first necessary to understand how it fit into the conversion prog rams that the ESSEX class went through beginning in 1948. To the casual observer, it might have appeared that these ships received a new superstructure, an angled deck, an enclosed hurricane bow, and a much-reduced gun armament. The modernization programs were much more complex than this, and a full explanation would fill many volumes. Each SCB conversion program differed from the others with respect to what improvements were made, and specific details varied from ship to ship. The dawn of the jet age, which was already beginning as World War II came to an end, caused a need for major changes in carrier design. In fact, it jeopardized the very

existence of carrier aviation. With their high speeds, introduction of swept wings, tricycle landing gear, and other new features, jets could not operate on carriers unless drastic changes were made. For example, their slow acceleration on take off meant that catapults must be used, and their increasing weights meant that the catapults had to be stronger than those in service. Arresting gear, flight decks, and elevators also had to be stronger. Barriers that had been used to stop propellerdriven aircraft that missed the arresting cables simply would not work for jets, so a new type of barrier had to be developed. Nuclear weapons required new storage and handling facilities. Jets were thirsty, so more aviation fuel had to be carried, and with both jets and piston engines on board, both types of fuel had to be carried in addition to the fuel oil for the ship. The new requirements facing the carrier designers in the 1950s were awesome, and the ultimate solution was the design of the large-deck super carriers that began with the USS FORRESTAL, CVA-59.

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This view shows the aft port gun sponson which had two five-inch/38 guns, but no three-inch dual mount. Two single five-inch/38 mounts and a dual three-inch/50 mount were on the opposite side, and this differed from the arrangement on several other ESSEX class conversions. Some carriers had only one five-inch gun aft and starboard, and no three-inch mount. Note the two three-inch/50 mounts on the fantail. The dark boxy items along the catwalks are rafts. In order for the carrier to handle heavier aircraft, there is a reinforced darker area that is noticeable on the flight deck thai begins inside the aft 16 and extends forward. There are six arresting cables installed at this time. Note how the starboard elevator is angled upward. (National Archives) But it is a tribute to the design of the ESSEX and MIDWA Y classes that they could be converted into modernized jet carriers that would serve through the war in Vietnam. Modernization of the ESSEX class began in 1948 with the SCB-27A program. SCB stood for Ship Characteristic Board. It was this program that provided the new superstructure, but the axial deck and open bow remained. The USS ORISKANY, CV-34, was completed to these standards after work had been suspended on her at the end of World War II. Less noticeable than the new island was the H-8 hydraulic catapUlts that could launch a 62,500 pound aircraft at a speed of 70 miles per hour. Blast deflectors for the new jets were located at the aft end of the catapults. The gun armament was changed considerably. While ORISKANY had a few20mm Oerlikons, shewasthe only SCB-27A ship to have them. There were no dual five-inch mounts on the flight deck anymore, nor were there any guns on the superstructure. All weapons consisted of five-inch/38s, and three-inch/50s on the edges of the flight deck, the bow, stern, and in tubs on the starboard side. Ready rooms for the pilots were located below the hangar deck, and an escalator was added to the starboard side to bring them quickly up to the flight deck. These were the main features of SCB-27A, and additionally, there were other lesser features that included radar, communications, and other electronics systems. The ESSEX, YORKTOWN, HORNET, RANDOLPH, WASP, 24

BENNINGTON, KEARSARGE, and LAKE CHAMPLAIN all underwent the SCB-27A program. Second was the SCB-27C conversion that included all of the SCB-27A features, but added C-11 steam catapults instead of the H-8 hydraulic units. These catapults could launch a 70,000 pound aircraft at 125 miles per hour. The aft elevator was moved to the starboard side of the ship, strengthening the landing area, and providing a larger, stronger elevator in the process. Again, gun armament consisted of five-inch/38s and twin 3-inch/50s. A blister was added at the waterline, increasing the beam to 103 feet. The arresting gear was strengthened. The axial deck and open bow still remained on the SCB-27C ships. INTREPID, TICONDEROGA, and HANCOCK received the SCB-27C conversion. The SCB-125 conversion was the most dramatic modernization done on the ESSEX class carriers. It involved the addition of the angled deck and enclosed bow. Mark 7 arresting gear was installed. Pri-fly, the flight control area, was installed at the aft end of the superstructure well above the flight deck. All SCB-27A ships except the LAKE CHAMPLAIN went through a second yard period to receive the SCB-125 conversion. The ORISKANY received a slightly different SCB-125A, which included the addition of C-11 steam catapults, but the rest of the SCB-27A ships retained their hydraulic H-8 catapults. All three of the SCB-27C ships also went

Taken on September 16, 1955, this view shows the angled deck and catapults to good effect. Notice how the long catapults are set at an angle, rather than running parallel to the centerline of the ship. Flight deck markings were yellow. According to a crewmember aboard the LEXINGTON who has been around long enough to remember, the flight deck was gray at this time. (National Archives)

through a second yard period to receive the SCB-125 conversion. Three additional ships, LEXINGTON, BON HOMME RICHARD, and SHANGRI-LA received both the SCB-27C and SCB-125 conversions in one yard period. Gun armament varied from ship to ship, but consisted of the five-inch and three-inch guns as before. Fire control directors included the Mk-37, Mk-25, and Mk-56. As the years passed, both the number of guns and directors would be reduced in order to lessen topside weight. Although the flight decks were strengthened, they were not armored, and the wood planking remained visible after the conversion. A less noticeable modernization was the SCB-144 program that was first applied to the SCB-27A ships. These carriers, with their hydraulic catapults, could no longer serve as CVAs, and had been reclassified as CVSs. The SCB-144 program was part of the FRAM II (Fleet Rehabilitation and Modernization) effort that effected many ships in the Navy. It was designed to increase their abilities in anti-submarine warfare. SCB-144 included th0 installation of an SOS-23 sonar in a dome mounted in the bow. A third anchor was located at the point of the bow, and its associated equipment was installed in the forecastle. The combat information center (CIC) was modified so that it was better suited to the ASW role. Later, INTREPI D also received a FRAM II modern ization. By studying photographs of the various ships, a person can see the differences between them. Radarfits, gun locations, and other details varied considerably. What is not always so noticeable is the differences in the shapes of the hurricane bows. The first ships so fitted had a definite angle to them just below the secondary conn. Later ships had bows that were more rounded. The catwalks on the sides of the ships at the bow differed. LEXINGTON and SHANGRI-LA had similar bows that were different in details from all other ESSEX class modernizations. Installation of catapult overruns, types of blast

By February 1956, small catapult extensions or bridle catchers had been added to the forward end of the flight deck. Notice also the middle two port holes that had been added to the lower rowan the hurricane bow. The top row is for the secondary conn. Details along the port side of the ship are visible here. (National Archives)

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Although the crew has made the effort to spell out HAPPY 15th BUY BONDS!, what is important about this photograph is that it shows the gun armament fitted to the ship upon her recommissioning. All eight five-inch/38 guns are firing. The twin three-inch/50 mounts are visible on both forward sponsons and in the starboard aft sponson. The two three-inch mounts are also visible on the fantail. Aircraft visible on the flight deck include four F7U Cutlasses forward, with four F9F Cougars parked behind them. A North American Savage is on the starboard catapult. All other aircraft are propeller-driven Skyraiders. The early wedge-shaped part of the flight deck forward of the number 2 elevator is clearly visible in this photograph. (National Archives)

deflectors, shapes and sizes of the number 1 and 2 elevators, reduction in arresting gear cables, location of cranes and boats, and many more details differed between the ships and/or were modified at different times. This is especially important to a modeler who wants to build a specific unit of the ESSEX class at a specific point in time. To do so accurately requires an extensive amount of photographs and research. But the basic changes of the three major conversions or modernizations have been mentioned here, and should form a basis for further study in publications more designed to cover these aspects of aircraft carriers. The LEXINGTON was reclassified a CVA (Attack Aircraft Carrier) on October 1,1952, while still a decommissioned ship in the Pacific Reserve Fleet. On September 1, 1953, she was moved into drydockfor a major modernization that included both the SCB-27C and SCB-125 conversions mentioned above. This modernization was completed on August 15, 1955, and the ship was recommissioned. In January 1956, she returned to the yards 26

once again for a post shakedown availability. Two months later, in March 1956, she arrived at her new home port of San Diego. She deployed to the Western Pacific with the Seventh Fleet, and made Yokosuka, one of her targets in World War II, her overseas home port. She returned to San Diego in time for Christmas. Training exercises were conducted off the west coast during the first three months of 1957, then she made her second cruise to the Western Pacific in April. LEXINGTON and her air groups carried out training and operations in the same waters where she had fought before. She returned to San Diego in October 1957, then entered Puget Sound the following month for an overhaul that lasted until March 1958. Another cruise with the Seventh Fleet in the Far East followed the yard period, and was concluded in December. A routine of training operations off the west coast and deployments to the Western Pacific continued throughout 1959,1960,1961, and early 1962. In July 1962, she was ordered to replace the USS ANTIETAM as the training carrier at Pensacola, Florida.

The three-inch/50 twin mount formed the secondary gun armament on modernized ESSEX class carriers. (U.S. Navy)

This is one of the Mk-56 radar directors for the guns. One was located near each sponson. This one remains on the USS INTREPID.

Five-inch/38 guns like these formed the main gun armament for the modernized ESSEX class carriers including the LEXINGTON. These photographs were taken on the USS INTREPID, which is now a museum in New York City.

This photograph was taken in LEXINGTON's Combat Information Center. The CIC is the nerve center of the ship. (U.S. Navy)

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Taken in March 1961, several more changes are evident in this photo. The lights added to the forward corners of the flight deck are visible. Another two were at the aft corners. The centerline elevator has been enlarged by adding a triangular section to the forward end. Although not really discernable, the port elevator has also been enlarged to include most of the former wedge-shaped piece forward of it. Both enlargements were made to allow larger aircraft like the A3D Skywarrior to be moved between decks on them. (US. Navy)

After attaching the catapult and hold-back cables, the deck crew scrambles clear as an F4D Skyray, armed with Sidewinder missiles, prepares for launch. (US. Navy)

The LEXING TON celebrated her 200,OOOth arrested landing in April 1967. Four five-inch guns still remained on the ship at this time. (US. Navy)

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A T-28 Trojan is shown in the grove for landing on July 15, 1963, after LEXINGTON had assumed her duties as a training carrier. This photograph from the stern shows that when the three inch guns were removed from the fantail, the entire sponson was also removed, leaving a rounded stern. On some other ESSEX class ships, the guns were removed, but the sponsons remained. Only four arresting cables are now installed. (U.S. Navy)

Deck crewmen hook up an FJ-4 Fury to the port catapult. (U.S. Navy)

This T-2B Buckeye made the 250,OOOth landing on the LEXINGTON on June 17, 1969. It was flown by Captain Wayne E. Hammett, USN, the commanding officer of the LEXINGTON, and CDR Jensen, the CO of VT-4. As this book is written, the carrier is about to double this mark! (US. Navy)

By the time this photograph was taken in 1978, the LEXINGTON had been reclassified as an auxiliary, AVT-16. All gun armament had been removed, and the port elevator had been sealed in the up position. (USS LEXING TON)

Prior to relieving the ANTIETAM, LEXINGTON entered the New York Navy Shipyard for repairs, and while there, she was reclassified CVS on October 1. She was still in the shipyard when the Cuban blockade was announced, and this caused her yard period to be shortened by two weeks. Although she was ready for action if needed, the call never came, and she reported to Pensacola on December 29,1962. She has remained there ever since, performing her duties as the Navy's training carrier. On January 16,1969, she was redesignated CVT-16. This was changed to AVT-16 on July 1,1978. LEXI NGTON's primary mission now is to conduct carrier qualifications for student and fleet naval aviators. Operations are conducted in the Gulf of Mexico. During the spring, summer, and fall, she steams off the coast of Corpus Christi, Texas, and Pensacola, Florida. During the winter she shifts to the Key West operating area. Student naval aviators who are destined to fly tactical aircraft off fleet carriers are provided two opportunities /during their eighteen months in the training command to qualify. Initial experience comes in the T-2C Buckeye, where they perform two touch-and-go landings and four arrested landings. They also have four catapult shots. After about 70 to 100 hours in the T-2C, advanced training is conducted in the TA-4J Skyhawk. The qualification process in the Skyhawk includes two touch-andgoes, and six arrested landings and catapult shots. Approximately seventy percent of LEXI NGTON's carrier qualifying scenario involves training command students. The other thirty percent involves qualifying fleet replacement, regular fleet, and reserve squadrons in the

A-6 and A-7. The fleet squadrons perform two touch-andgo landings, and ten arrested landings in daylight. Six more arrested landings are accomplished at night. The ship is usually at sea about two weeks each month. One of the things that makes the LEXINGTON unique is that she is the only carrier to have women in her crew. Some reporters and other visitors to the ship seem to make a big deal of this. Certainly, it is something significant in naval aviation that should be mentioned because it is unique, but it does not deserve some of the hype it gets. The fact is that there are both officer and enlisted women in the crew. They do their jobs alongside their male counterparts, and that is all there is to it. The fact that women can do many of the jobs on an aircraft carrier should not surprise anyone. LEXINGTON's short stays at sea make this an easy routine. How such an arrangement would work on the lengthy cruises aboard fleet carriers is not a point for debate here. Suffice it to say that for LEXINGTON's crew, the women perform their duties aboard ship just as the men do. How much longer LEXINGTON will remain in serv.ice is anyone's guess. She has already remaineq operational past scheduled dates of deactivation. She is presently quite capable of continuing in her mission for many years to come. All carrier aircraft now in the fleet and the USMC can operate on her flight deck except for the F-4 Phantom, F-14 Tomcat, F-18 Hornet, and the EA-6B Prowler. The determining factor for the first three is the fact that the blast deflectors are on Iy water cooled in the center section and not the outer sections. All three sections would have to be water cooled in order for these aircraft to operate. The EA-6B is too heavy.

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wars in Korea and Vietnam. They operated aircraft with ever-increasing sophistication, speed, and weight, which is a testimony to the excellent basic design of the ships and the adaptability afforded by their modernizations. The combat service of each of the ESSEX class carriers is provided in the following listings. Next to the name of each carrier is the designation for that ship at the time of the combat service.

The LEXING TON is the only aircraft carrier in the U.S. Navy ever to have women in its crew. This is L T Jean CacKowski, who wa.s the first woman officer of the deck on an aircraft carrier. This photograph was taken on the bridge of the LEXINGTON. (U.S. Navy)

COMMANDING OFFICERS Feb. 1943 - Apr. 1943 Apr. 1944 - Jan. 1945 Jan. 1945 - Nov. 1945 Nov. 1945 - Oct. 1946* Aug. 1955 - Oct. 1956 Oct. 1956 - Sep. 1957 Sep. 1957 - Jul. 1958 Jul. 1958 - Jun. 1959 Jun. 1959 - Jul. 1960 Jul. 1960 - Jul. 1961 Jul. 1961 - Jul. 1962 Jul. 1962 - Jul. 1963 Jul. 1963 - Jun. 1964 Jun. 1964 - Jun. 1965 Jun. 1965 - Aug. 1966 Jun. 1966 - Aug. 1967 Aug. 1967 - Jan. 1969 Jan. 1969 - Mar. 1970 Mar. 1970 - Apr. 1971 Apr. 1971 - Dec. 1972 Dec. 1972 - Aug. 1973 Aug. 1973 - Nov. 1973 Nov. 1973 - Jul. 1975 Jul. 1975 - May 1977 May 1977 - Nov. 1978 Nov. 1978 - Jun. 1980 Jun. 1980 - Dec. 1981 Dec. 1981 - Jun. 1983 Jun. 1983 - Dec. 1984 Dec. 1984 - Nov. 1986 Nov. 1986 - Present

F. B. Stump E. N. Litch T. H. Robbins B. E. Crow A. S. Heyward, Jr. J. W. Gannon B. L. Bailey J. R. Reedy S. E. Ruehlow S. B. Strong H. P. Hilton L. C. Powell J. M. Miller Q. C. Crommelin G. A. Snyder J. C. Heishman E. W. Gendron W. E. Hammett C. F. Fitton J. E. Davis C. C. Carter J. E. Davis D. E. Moore T. F. Rush E. B. McDaniel P. E. Johnson W. H. Greene, Jr. J. W. Ryan H. J. Bernsen P. M. Feran H. G. Sprouse

*USS LEXINGTON was taken out of service in October 1946, decommissioned in April 1947, and recommissioned in August 1955.

ESSEX CLASS CARRIERS IN COMBAT Although designed for service in World War II, and for operating the propeller-driven aircraft of the 1940s, the ESSEX class carriers also served in combat during the 30

WORLD WAR 1/ USS ESSEX, CV-9 USS YORKTOWN, CV-10 USS INTREPID, CV-11 USS HORNET, CV-12 USS FRANKLIN, CV-13 USS TICONDEROGA, CV-14 USS RANDOLPH, CV-15 USS LEXINGTON, CV-16 USS BUNKER HILL, CV-17 USS WASP, CV-18 USS HANCOCK, CV-19 USS BENNINGTON, CV-20 USS BON HOMME RICHARD, CV-31 USS SHANGRI-LA, CV-38

.,'.,

KOREAN WAR USS ESSEX, CVA-9 USS BOXER, CVA-21 USS BON HOMME RICHARD, CVA-31 USS LEYTE, CVA-32 USS KEARSARGE, CVA-33 USS ORISKANY, CVA-34 USS ANTIETAM, CVA-36 USS PRINCETON, CVA-37 USS LAKE CHAMPLAIN, CVA-39 USS VALLEY FORGE, CVA-45 USS PHILIPPINE SEA, CVA-47 VIETNAM WAR USS YORKTOWN, CVS-10* USS INTREPID, CVS-11** USS TICONDEROGA, CVA-14 USS HANCOCK, CVA-19 USS BENNINGTON, GV8-20* USS BOXER, LPH-4*** USS BON HOMME RICHARD, CVA-31 USS ORISKANY, CVA-34 USS PRINCETON, LPH-5*** USS VALLEY FORGE, LPH-8*** *Operated in the anti-submarine role only. Did not launch strikes against land targets in Vietnam or engage in combat, but did receive the Vietnam Service Medal. **INTREPID, although classified as a CVS at the time, deployed twice to SEA as an attack carrier, and launched strikes against the North Vietnamese. She was the only CVS to do so. ***Delivered troops and supplies. Did not engage in combat, but did receive Vietnam Service Medal.

USS LEXINGTON CHARACTERISTICS AS MODERNIZED SCB-27C/-125, 1955 Length (overall) Length (waterline) Beam (overall) Beam (waterline) Displacement (standard) Displacement (full ,load) Speed Draft Length of Angled Deck Elevators (centerline) Elevators (deck edge) Catapults Crew (officers/enlisted)

894 feet 6 inches 820 feet 166 feet 10 inches 103 feet 33,000 tons 43,000 tons 30.5 knots 30 feet 4 inches . . . . . . . . . . . . . . . .. 520 feet 1 ea, 70 x 44 feet 2 ea, 56 x 44 feet 2 ea, C-11 steam 335/3185*

*Includes embarked air group. Numbers varied slightly from time to time.

USS LEXINGTON CHARACTERISTICS-PRESENT Length (overall) 910 feet Length (waterline) 820 feet Beam (overall) 166 feet 10 inches Beam (waterl ine) 103 feet Draft 30 feet Displacement (full load) 42,000 tons Speed 30 knots Range '" 4131 miles Engines Four Westinghouse Steam Turbines Boilers Eight Babcock & Wilcox Catapu Its 2 ea C-11 steam Elevators One centerline & one deck edge Crew (officer/enlisted) 75/1368* *Ship's crew only. No air group is embarked.

ESSEX CLASS POST-WAR MODERNIZATIONS, RECLASSIFICATIONS, AND FINAL FATES Note: A numberof sources on these ships have shown the modernizations, conversions, and fates of these ships through the use of tables. However, because of the many variations between the ships, the tables are often confusing and are full of footnotes. Below is a listing of all of the ·.'ESSEX class carriers with a summary of their post-war modernizations and final fates. This format should more adequately and clearly show pertinent information for each ship.

CV-9, ESSEX SCB-27A begun; January 1948 Recommissioned; September 1951 Reclassified CVA; October 1952 SCB-125 completed; January 1956 Reclassified CVS; March 1960 SCB-144 FRAM II; 1962 Decommissioned; December 1969

Stricken; July 1973

CV-10, YORKTOWN SCB-27A begun; February 1951 Reclassified CVA; October 1952 Recommissioned; January 1953 SCB-125 completed; October 1955 Reclassified CVS; September 1957 SCB-144 FRAM II; 1966 Decommissioned; June 1970 Museum at Patriot's Point, SC CV-11, INTREPID SCB-27C begun; September 1951 Reclassified CVA; October 1952 Recommissioned; October 1954 SCB-125 completed; February 1957 Reclassified CVS; March 1962 SCB-144 FRAM II; 1965 Decommissioned; March 1974 Museum at New York, NY CV-12, HORNET SCB-27A begun; June 1951 Reclassified CVA; October 1952 Recommissioned; September 1953 SCB-125 completed; August 1956 Reclassified CVS; July 1958 SCB-144 FRAM II; 1965 Decommissioned; June 1970 CV-13, FRANKLIN Never placed in post-war service Reclassified CVA; October 1952 Reclassified CVS; July 1953 Reclassified AVT-8; May 1959 Stricken; October 1964 CV-14, TICONDEROGA SCB-27C begun; July 1951 Reclassified CVA; October 1952 Recommissioned; September 1954 SCB-125 completed; January 1957 Reclassified CVS; October 1969 Decommissioned; September 1973 CV-15, RANDOLPH SCB-27A begun; June 1951 Reclassified CVA; October 1952 Recommissioned; July 1953 SCB-125 completed; February 1956 Reclassified CVS; March 1969 SCB-144 FRAM II; 1961 Decommissioned; February 1969 CV-16, LEXINGTON SCB-27C/-125 begun; July 1952 Reclassified CVA; October 1952 Recommissioned; August 1955 Reclassified CVS; October 1962 31

Reclassified CVT; January 1969 Reclassified AVT; July 1978 Still Active

CV-17, BUNKER HILL Never placed in post-war service Reclassified CVA; October 1952 Reclassified CVS; July 1953 Reclassified AVT-9; May 1959 Stricken; November 1966 Used as electronics test ship for Naval Electronics Laboratory CV-18, WASP SCB-27A begun; September 1948 Recommissioned; September 1951 Reclassified CVA; October 1952 SCB-125 completed; December 1955 Reclassified CVS; November 1956 SCB-144 FRAM II; 1964 Decommissioned; July 1972 CV-19, HANCOCK SCB-27C begun; July 1951 Reclassified CVA; October 1952 Recommissioned; February 1954 SCB-125 completed; November 1956 Decommissioned; January 1976 CV-20, BENNINGTON SCB-27A begun; October 1950 Reclassified CVA; October 1952 Recom missioned; November 1952 SCB-125 completed; April 1955 Reclassified CVS; June 1959 SCB-144 FRAM II; 1963 Decommissioned; January 1970 CV-21 , BOXER Remained in service after WW-II Reclassified CVA; October 1952 Reclassified CVS; November 1955 Reclassified LPH-4; January 1959 Decommissioned; December 1969 CV-31, BON HOMME RICHARD Recommissioned; January 1951 Reclassified CVA; October 1952 Decommissioned; May 1953 SCB-27C/-125 completed; November 1955 Recommissioned; November 1955 Decommissioned; July 1971 CV-32, LEYTE Remained in service after WW-II Reclassified CVA; October 1952 Reclassified CVS; July 1953 Decommissioned & reclassified AVT-10; May 1959 CV-33, KEARSARGE Decommissioned; June 1950 32

Recommissioned; February 1952 SCB-27A completed; March 1952 Reclassified CVA; October 1952 SCB-125 completed; January 1957 Reclassified CVS; October 1958 SCB-144 FRAM II; 1962 Decommissioned; February 1970

CV-34, ORISKANY Commissioned; September 1950 (Commissioned as SCB-27A) Reclassified CVA; October 1952 SCB-125A completed; May 1959 Decommissioned; May 1976 CV-36, ANTIETAM Recommissioned; January 1951 Reclassified CVA; October 1952 Received angled deck but no SCB modernization; December 1952 Reclassified CVS; July 1953 Decommissioned; May 1963 CV-37, PRINCETON Recommissioned; August 1950 Reclassified CVA; October 1952 Reclassified CVS; November 1953 Reclassified LPH-5; March 1959 Decommissioned; January 1970 CV-38, SHANGRI-LA Recommissioned; May 1951 Decommissioned; September 1952 Reclassified CVA; October 1952 SCB-27C/-125 completed; January 1955 Recommissioned; January 1955 Reclassified CVS; July 1969 Decommissioned; July 1971 CV-39, LAKE CHAMPLAIN SCB-27A begun; August 1950 Recommissioned; September 1952 Redesignated CVA; October 1952 Decommissioned; January 1966 CV-40, TARAWA Recommissioned; February 1951 Reclassified CVA; October 1952 Reclassified CVS; January 1955 Decommissioned & reclassified AVT-12; May 1960 CV-45, VALLEY FORGE Reclassified CVA; October 1952 Reclassified CVS; November 1953 Reclassified LPH-8; July 1961 Decommissioned; January 1970 CV-47, PHILIPPINE SEA Reclassified CVA; October 1952 Reclassified CVS; November 1955 Decommissioned; December 1958

LEXINGTON COLORS

Flight Ops, USS LEXING TON, May 1987. This photograph shows TA-4J Skyhawks in various phases of operations on the carrier. At left, one aircraft is hooked to the catapult, while others wait their turn behind the jet blast deflector. Another Skyhawk is about to touch down in the landing area. In the foreground, a deck crewman, known as a "bridle runner," drags a catapult bridle back down the deck to the launching area. These bridles weigh about 120 pounds.

732 gets the signal to launch.

VT-7's commander's aircraft has just landed, and is about to be unhooked from the arresting gear.

Since the TA-4J does not have nose wheel steering, a crewman must attach a bar to the nose wheel and guide the aircraft on the deck. Since the pilot cannot see this man, he must pay careful attention to other crewmen who give him hand signals on where to move the aircraft. If the man with the bar were to fall, it would be quite serious.

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An A-6E from VA-42 is about to launch from the starboard cat.

Wheels smoke as an EA-6A touches down.

This A-6E has just made a touch-and-go, and is airborne again after passing over the angled deck of the carrier.

This T-2C was painted in special colors in celebration of 75 years of Naval AviatIon.

A more conventionally marked T-2C has just stopped and had the hook freed from the arresting cable. Because the intakes are located so Iowan the Buckeye, screened covers are placed over them to protect against foreign object damage or FOD.

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One of the largest aircraft to operate on the LEXING TON is the C-2 Greyhound. This aircraft is from VRC-40.

VA-172, the east coast RAG A-7E unit, conducts its carrier qualifications on the LEXING TON. This photograph was taken in September 1986.

Reserve A-7E squadrons also conduct their qualifications on the LEX. The aircraft in the foreground is from VA-204, based at NAS New Orleans, and the one in the background is from VA-205 out of NAS Atlanta.

HC-16 provides SAR helicopter support to the LEXINGTON. This H-3 is shown taking off from the ship to cover air operations. In performing this mission, the Sea King will fly orbits on the starboard side of the ship, while the aircraft fly their patterns on the port side.

With its rotors and tail section folded for storage, this H-3 is about to be lowered to the hangar deck. These helicopters also perform some duty shuttling passengers and equipment between the ship and the shore, but most of that job is done by the LEX COD.

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FLY-AROUND

This photograph shows an overall view of the LEXING TON as she appeared in May 1987. The flight deck markings and other details are visible. The photograph was taken from the USS INDEPENDENCE C-1 COD as it prepared to land on the ship.

Above center: Good details of the starboard side of the ship are seen here. A TA-4J is right over the fantail, and is about to land. The C-1 from the USS INDEPENDENCE is about to be launched from the starboard cat. Another TA -4J and an A-6E are on the deck. This photograph, and those on the following page, were taken by the author from the SAR helicopter.

Right: With the last aircraft safely down, the helicopter passes to the stern to provide a view of the carrier from this angle. Lights on the Fresnel Lens System are clearly visible.

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The port side of the ship is seen here.

This closer view shows details of the superstructure and the sealed-up port elevator. The opening below the elevator is also sealed, with only a small door remaining. The walls of the former opening are not movable.

A photograph from almost head-on shows the bow and forward flight deck of the carrier. The white cord hanging off the port bow is part of the bridle catching gear for the port cat.

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MARKINGS

Left and right side views of the superstructure are shown here. On the starboard side, the 16 is visible, as are the ribbons located on the bridge. A close-up of the ribbons appears below. On the port side, the 16 is again visible, as are two blue and white flags with SIGS printed below them in yellow. A warning to flight deck personnel is painted lower on the superstructure in yellow.

This is a close-up looking up at the ribbons that are located on LEXINGTON's bridge.

The nickname "Blue Ghost" is painted on the fantail in blue and yellow.

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This overall view of the superstructure shows the colors well. Most of the lower part of the island is black, as are the mast and radars. The Navy wings of gold are painted on the forward end of the island below the bridge, and are barely visible in this photo.

FLIGHT DECK COLORS

The colors of the markings and details on the forward end of the flight deck are seen here. Noteworthy are the red and yellow markings around the elevator, and the yellow lines around the blast shields. The red and white lines are foul lines, the white lines are for aircraft alignment, and the white "dots" are tie-down points. The 16, which is only at the forward end of the flight deck, is only a white outline.

I 11

•

This is the position where the steam pressure for the catapults is ordered. On the LEXING TON it is located in the center of the deck.

The catapults are fired from the catwalks on the edge of the deck. This is the port position, and the one on the starboard side is the same.

LSOs hung up their paddles long ago. Electronic gear now replaces the hand signals of yesterday. This is the LSO station on the LEXINGTON.

Tilly stands ready to retrieve aircraft that need a "lift." It stays in one position on the starboard side of the landing area while the ship is at sea, and is one of the last remaining in service.

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USS LEXINGTON COD

Above: LEXING TON's C-1 COD is one of the last remaining Traders in service, and is one of the most beautiful, both inside and out. The chief pilot is CDR Searcy, and he is supported by some of the nicest men in the Navy. Here the COD is shown landing aboard the ship in October 1986.

The Blue Ghost COD is hooked up to the starboard cat in preparation for the flight back to Pensacola. While the ship is at sea, the COD will make at least two trips out to the ship and back each day.

The markings on the right side of the aircraft are seen in this view taken of the aircraft while it was parked on the number 3 elevator.

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This front view shows the words LEX COD in white on the nose gear door.

AIR OPERATIONS

An F3H-2N from VF-124 is shown here on the starboard elevator. (USS LEXINGTON)

An F7U Cutlass is about to be launched from the starboard catapult in April 1956. (National Archives)

This photograph shows an F9F Cougar from VT-25 experiencing a bolter on the LEXINGTON on February 13, 1963. It also provides a good view of superstructure (U.S. Navy) details as of that date.

An F4D Skyray launches from the starboard cat, while another waits its turn in the lower left corner of the photograph. Three F11 F Tigers are located at the far end of the port side of the flight deck. (U.S. Navy)

A T-28 makes a touch-and-go landing on June 28, 1965. Note the wooden planks of the flight deck which are clearly visible. (U.S. Navy)

Aircraft from foreign navies sometimes visit the LEXINGTON. Here a Royal Navy Buccaneer catches the wire and stops short of the starboard elevator. The photograph is dated August 16, 1965. Again note the planks of the wooden deck. (U.S. Navy) 41

LEXINGTON DETAILS

CATAPULTS

When LEXING TON was modernized, she was fitted with two C-11 steam catapults. These were much longer than the hydraulic catapults that were installed during World War II, and the two H 8 hydraulic catapults fitted to some of the other ESSEX class conversions. These steam catapults stretched from the leading edge of the flight deck almost all the way back to the superstructure. At first there were no extensions or "horns" installed, but later small ones were located at the end of each cat below the lip of the leading edge of the flight deck. Still later, larger ones replaced these, and were blended in with the top of the flight deck. Progressively larger jet blast deflectors have also been installed. At left is an A-7E about to be launched from the port catapult. Visible are details of the three-section jet blast deflector. The port cat is not used as much as the starboard one, since landing operations cannot be conducted simultaneously with its use. It extends beyond the foul line for the landing area. At right is a look at both catapults with the blast deflector behind the starboard cat in the raised position. Each catapult is 211 feet long.

Bridles, cables, chocks and other gear are kept on the flight deck between the catapults. Different arrangements are used depending on whether the aircraft is launched with a bridle or nose tow system.

The bridle is released from this TA-4J as it steps off the end of the flight deck and into the air. The bridle will be caught by the bridle arrestor, then dragged back to the other end of the catapult by a bridle runner.

A look at the overruns that are presently installed is provided by these two photographs. Note how they are blended in to the forward end of the flight deck. Earlier overruns were below the lip of the deck.

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This is the forward end of the port catapult. The cables and white cord that run along side of the catapult, then make a right angle and go off the deck, are part of the bridle arrester that keeps it from going off the ship. It is then dragged back to the hook-up end of the catapult by one of the crewmen.

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A TA-4J is shown under tension on the starboard catapult. The catapult is fired by the man in the catwalk.

This is the extreme aft end of the catapult where the holdback assembly is attached to the deck. A breakable holdback T-bar is attached to the end of the holdback assembly, and is inserted into one of the cleats seen here. Which cleat is used depends on the type of the aircraft. Aircraft types are marked by the appropriate cleats, and these markings still show aircraft like the F7U, F9F, F11 F, F4D, and others that have long since left the inventory. It is an interesting study in the history of various aircraft types that have operated aboard the USS LEXING TON.

The steam pressure is ordered at this position in the centerofthe flight deck. The words CATGRIP painted on the hatch have an interesting meaning. A pilot pushes the throttle all the way forward with his left hand as he is about to launch. However, the acceleration of the aircraft on the catapult can cause the hand to be jerked to the rear, thus cutting the power at the worst possible moment. There is a cat grip in front of the throttle that the pilot holds on to in order to prevent his hand from moving the throttle rearward. Therefore, the throttle remains forward at full power during the launching. The sign is to remind the pilot to grab the cat grip. Note that in the close up photos of the flight deck, the non-skid covering that has been placed over the wood deck is visible. However, in many places on the deck it is still possible to see the wood planks below the covering.

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LANDING AREA & ARRESTING GEAR

This photograph was taken from the extreme aft end of the flight deck, and looks straight down the centerline stripe of alternating yellow and white segments.

A purchase cable inspection was being conducted on the arresting gear when this photograph was taken. The landing area is bordered by double white lines. The thin red and white foul line is visible to the starboard side of the landing area. Nothing and no one may be across this line when an aircraft is landing.

This view looks forward and right down the foul line. A man is positioned here to look down the line and determine if the deck is ready or foul during landing operations.

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The aft end of the flight deck is shown in this photograph that looks from starboard to port. This area is known as the ramp or round down.

Red and green lights are located in this box that is positioned at the aft port end of the flight deck. It is right in front of the LSD platform, and informs the LSD if the deck is ready or foul. The aircraft will continue to fly its approach even if the deck is foul, and many times the deck will be declared ready only a second or two before a wave-off would have to be called. At other times the deck will not be ready in time, and the LSD has to wave off the aircraft, causing it to go around and try again. The small cable chute is for disposing of parts of the cables without having them fall near the screws and then being sucked into them.

When the LEXING TON was recommissioned, she had six arresting cables, and this was later reduced to the present four. Each cable is 1-9j16th inches in diameter, and is attached to a hydraulic engine. Work is often done on the arresting gear while flight operations are not in progress. Reinforced areas, known as terminal impact pads, are located on the flight deck to protect it and the cable from wear. These pads are near the points where the cables enter the deck at the fair lead sheave. One impact pad is clearly visible in the photograph at left. It is at an angle, and crosses the two white lines. At right, another one of the pads is visible. The part of the cable that goes across the flight deck is known as the cross-deck pendant, and can be detached easily from the part that goes down to the hydraulic engines. That part is known as the purchase cable. The engines set the tension and retract the cables. Each cross-deck pendant is good for one hundred arrested landings, and records are kept accurately.

Two wire rope support leaf springs hold each cable up off the flight deck. They flatten out when an aircraft rolls over them. From the time the tail hook catches the cable until the aircraft is at a complete stop is about two seconds.

The point where the number 4 cable enters the flight deck on the starboard side is different in design than the others, allowing equipment to roll over it if necessary. Tilly is parked just forward of this point. There is no crash barrier on the LEXINGTON any longer. If an aircraft cannot get its hook down, or has some other problem that would prevent a carrier landing, it simply returns to its land base.

These two views show where cables enter the flight deck. These fair lead sheaves are fixed on the LEXING TON, but are retractable on larger carriers. At left is the number 2 cable on the starboard side, and the attach link is visible where the cross-deck pendant is joined to the purchase cable. The impact pad absorbs the blow of this attaching link as it hits the flight deck. At right is the number 4 cable on the port side. The cable was disconnected when this photo was taken.

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ELEVATORS

The forward or number 1 elevator on the LEX ING TON is the last remaining centerline elevatoron any carrier in the U.S. Navy. All others are on the deck edge. It was rectangular in shape during World War II and when the ship was recommissioned. It was later enlarged at the forward end to allow it to handle larger aircraft. In the photograph at left, notice how a railing comes up around the elevator when it is in any position other than full up. At right, a TA-4J is moved into the hangar bay after being brought down on the forward elevator.

This view shows the forward elevator in the full down position. Details of the walls around the elevator well are visible.

The elevator is in the up position, and a rail is in place to prevent personnel from falling into the well. The elevator is at the forward-most end of the hangar bay.

Left: The port side or number 2 elevator is no longer functional on the LEXING TON, having been sealed in the up position as part of the landing area. This A-7E is passing over the former elevator as it does a touch-andgo landing. The outline of the elevator is still visible.

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The most often used elevator is the number 3 or starboard side elevator. In the up position, it often serves as a parking area for the COD or other aircraft. Here the COD from the USS INDEPENDENCE is shown parked on the elevator while starting its engines.

Here the elevator is down, as seen during a turn to starboard. Note the protective netting around the elevator that is designed to catch any personnel that might fall or be blown off of the elevator.

This photograph shows the starboard elevator in the up position.

This view of the number 3 elevator is looking forward across the sponson that formerly mounted a large crane. Details of the supporting framework are visible.

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These two views show the elevator while the ship was in port. They reveal some of the support members underneath. In the past this elevator was angled up to a vertical position to close off the hangar bay opening, and although this capability still remains, it is no longer used.

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LSO PLATFORM ａｾ ｾ

This is the LSO panel. Notice the screens and dials that provide information. The pickle switches have been left under the left handle on top of the panel. The LSOs hold this switch above their heads when the deck is foul. When the deck is ready, they drop the hand and squeeze the button or trigger which illuminates the green light for the pilot. Each squadron provides its own LSO when it is operating on the carrier.

The LSOs stand on a wooden platform with little room to spare. Netting with canvas is located just beyond the platform. In the event of trouble, the LSOs will jump into the canvas and slide down under the platform.

These two views show the shield that protects the LSOs from the wind over the deck (WOO). The canvas and netting described above are visible again in the photograph at right.

FRESNEL LENS

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These two photographs show the details of the Fresnel Lens System. Fresnel is a French word that is pronounced Free-nel, and the lens system was developed by the French. The system was adopted first by the British, then by the United States for use as an optical indicator for landings aboard aircraft carriers. The pilot knows that he is on the correct approach when a yellow light in a vertical row aligns with a stationary row of green lights. If the approach is bad, the LSO will turn on a red wave-off light. If the approach is perfect, the aircraft will catch the number three wire.

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FANTAIL

The fantail of the LEXING TON is now totally devoid of any reminder of the three-inch gun tubs and sponsons that were in place when the ship was recommissioned. Other ESSEX class modernizations had the guns removed, but the sponsons remained. The view at left is looking down at the fantail at the hangar deck level from the extreme aft end of the port catwalk on the flight deck. At right is a photograph of the stern of the ship that reveals the name LEXINGTON painted in black.

This view looks to port. The open door leads to the hangar bays.

The structure that supports the aft end ofthe flight deck is shown here. The view is looking up and to starboard.

This view is looking forward on the starboard side of the fantail.

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SUPERSTRUCTURE & RADARS .r.

Note the radar fit on the LEXING TON when this photograph was taken in the early 1970s. The large radar to the left in the photo is the SPS-43. (USS LEXINGTON) This photograph was takE:!n from the same position as the one to the left, but shows the radar fit as it is today. The radars include the SPN-43, which is a small radar antenna mounted high and forward on the mast. The SPS-10 surface search radar is mounted below it and to port on the mast, and the SPS-40 two-dimensional air search radar is sponsoned out from the top of the superstructure.

The mast is seen here from the rear. Note the whip antennas located on the superstructure as well as some of the rigging tha t is visible. Pri-fly is also seen below the funnel.

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The superstructure is seen from behind and to the left in this view. The SPN-35 final approach radar is under the large dome at the aft end of the superstructure. It is used mostly in bad weather or at night.

The World War " superstructure was completely replaced with a new one during modernization. All modernized ESSEX class carriers except one had islands of this design, although details varied. ANTIETAM retained her original island and dual five-inch guns when she became the first U.S. carrier to be fitted with an angled deck. ORISKANY was completed after the war with this style of superstructure.

The upper portion of the port side of the superstructure is seen here. A television camera is located in the glassed-in area under pri-fly. Flight operations are recorded by several cameras. Another stationary camera is outside the glassed-in area.

This view of the mast was taken from starboard. The small SPN-43 radar antenna that is mounted forward on the mast is visible in this photograph.

Details of the SPS-40 radar are seen here. The photo is taken looking aft.

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BRIDGE

At left is a photograph of the bridge area from below and to starboard, and at right is a view from port. The upper level is the bridge for the ship, and the lower level is the flag bridge. It is no longer used as such on the LEXING TON.

These two views show the pilot house where the ship is steered and speed is ordered. It is located just inside the bridge area, which is visible through the port holes in the photograph at left. In the photo at right is a view of the helm where the ship is steered. To the left of it is a pedestal. A t the top' of it is the engine order telegraph that sends signals to the engine room informing them what speed is desired. Below it is the engine revolution indicator. Engine speeds include flank, full,standard, ahead 2/3, ahead 1/3, stop, back 1/3, back 2/3, and full astern.

Right: Officers and enlisted personnel are shown at their sta tions on the bridge during flight operations.

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PRI-FLY

Air traffic control is a'ccomplished by pri-fly, It is located at the aft end of the superstructure, and projects far enough to the port side to provide a view of the entire flight deck.

These two photos show the inside of pri-fly. The view at left is looking to port. The two people closest to the camera are looking aft. The man standing in the light colored shirt is the Air Boss who is in charge of air operations which include all air traffic around the ship and on deck. Other personnel record launches and check settings on the arresting gear. They tell the people in the arresting gear engine rooms what type of aircraft is landing. Others control the Fresnel Lens. At right is a view taken from the forward-most part of pri-fly, and is looking aft.

This is the view from pri-fly looking down at a TA-4J that is making a landing.

The SPN-44 doppler radar is located just outside of prifly, and measures the aircraft's end speed as it comes in for a landing.

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HANGAR DECK

It is not often that aircraft, other than the SAR H-3 helicopters, are kept on the hangar deck unless they have a maintenance problem. But there are exceptions. Here a T-2 Buckeye, C-1 Trader, and TA-4J Skyhawk can be seen on the hangar deck. (USS LEXINGTON)

At left is a view looking from starboard to port at the forward end of the hangar deck. The well for the number 1 elevator can be seen at the far right. At right is a view taken at the forward-most point of the hangar deck looking aft. The A-6E in the photograph is at about the half-way point toward the other end of the hangar deck. The hangar deck can be divided into three hangar bays by large doors. The forward-most bay is bay 1, and is 144 feet long, bay 2 is 184 feet long, and the aft-most bay 3 is 236 feet long. The entire hangar deck is about 40,000 square feet in area.

With lots of room available, the hangar bays are used for jogging, basketball, and other activities. The door at the right in this photo leads out to the quarterdeck.

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In the area just below the superstructure there are several insignias and other paintings that relate to the LEXINGTON and her service.

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The well for the forward elevator is visible in the centerof this photograph which is looking forward.

On the starboard side of the hangar deck is a shielded area marked CONFLAG STA. 2. In the past, it would have been used to direct fire-fighting efforts in the hangar bays if it had become necessary.

The hangar deck control station is located on the port side about two-thirds of the way back from the front. It controls the elevators and movement of all aircraft and equipment on the hangar deck. This TA-4J is located directly across from the opening for the number 3 elevator.

Taken from the same spot as the photo above right, this view was taken simply by turning to the left about 45 degrees. The SAR Sea King helicopters are parked in this area of the hangar bays.

This is the aft end of the hangar deck. Fork lifts and other machinery can be seen here.

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BELOW DECKS

Quarterbacks, speedy receivers, and flashy running backs get the headlines and the glamour in football. But not even the best of them could do their job without the offensive line that seldom gets mentioned. The same is true on an aircraft carrier. People in the Air Operations Department get most of the attention and the "glamour," but if it was not for the rest of the crew below decks, the ship would not function--it would not even move. All too often these crewmen, with a variety of jobs too numerous to mention, don't get much, if any, credit. A prime example is the engine room where it is very hot and cramped. At left is a burnerman on watch at one of the ship's boilers. At right is the gauge board on the number 8 boiler. There are four firerooms with two boilers each. Each boiler works at 600 psi and up to 850 degrees. The ship's four engines develop 150,000 horsepower.

This is the boiler front of the number 8 boiler. Not only do the boilers supply steam for the main engines, they also produce the steam for the turbo generators, catapults, and many other uses throughout the ship. The fuel tanks are capable of containing over 1.5 million gallons of oil to feed the boilers.

A throttleman is shown positioned at the main control gauge board.

These plates were found during work on the boilers and engines. They were installed when the ship was first built in 1941-42.

Four turbo generators and two diesel generators provide 7,000 kilowatts of electrical power. This is the electrical control and distribution panel.

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This is a machine shop that can make parts that may be needed by the ship. Many parts are no longer available, and must be manufactured here. It is also interesting to note the parts from the SHANGRI-LA at the Philadelphia Navy Yard, and YORKTOWN, which is now a museum at Patriot's Point, South Carolina, have been canabilized for use on the LEXING TON. The state of repair on the SHANGRI-LA has deteriorated badly, and, unfortunately, a crew member of the LEXING TON was killed when a hatch fell on him while he was getting parts for his ship.

This is one of four evaporators that supply fresh and feed water for the ship. They have a production capacity of 180,000 gallons per day.

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STATEROOM

These two views show the inside of an officers' stateroom. Four officers would be assigned to this stateroom. The porthole does not open to the outside of the ship, but only to the next passageway. Various pipes can be seen overhead. This particular stateroom is located under the port catapult, about even with the forward port gun sponson.

WARDROOM

Feeding the crew is another important job that goes on almost around the clock. Aboard the LEXING TON there is an officers' mess, chiefs' mess, and enlisted mess. This is the officers' wardroom that serves everything from an early breakfast to a midnight snack. During trips to the LEXING TON, the author was impressed by the variety, quantity, and quality of the food.

Right: This large screen television is located in a lounge next to the officers' wardroom. During flight operations, the cameras above the decks feed the action to this and other televisions below. An A-6E is seen here on the screen. In the evenings, TV programming is presented if flight operations are not in progress. Popcorn and snacks are available.

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WALK-AROUND

Photographs on this page and the next three were taken in a "walk-around" the ship, mostly at the flight deck level. They show a number of the ship's details that may be of interest. These details should be particularly helpful to the modeler who may want to build a model of the LEXING TON as she appears today. These two views show the forward catwalks, nets, railings and gun sponson on the port side of the flight deck. The view at left is looking forward, and the view at right looks aft.

At left is a view looking forward along the port edge of the angled deck. The Fresnel Lens System is visible on the side of the catwalk and deck. At right is a photograph taken from about the same position, but at the hangar deck level. It shows the overhang of the angled deck, the supporting members, and one of two boats on the LEXINGTON. 59

This is the aft port gun sponson. The base for one of the five-inch guns still remains.

This photograph was taken from the number three elevator, and shows the starboard quarter. A second whale boat is visible forward of the gun sponson. Note the whip antenna in the foreground that is in the lowered position.

The whale boat was removed from its position when this photograph was taken while the LEXfNG TON was in port. Note the words LADY LEX on the supporting cables for the boat.

Above left and right: The aft gun sponson on the starboard side is shown here. Not all ESSEX class modernizations had this sponson, having a single five-inch gun mounted a little forward of this position instead. The barrel-like items on the sponson are Mk5 Mod2life rafts.

One of the features of the ESSEX class modernizations was an escalator that brought pilots up to the flight deck. It was located below the superstructure. At left is a close-up of the escalator from the outside, and at right is a view looking down the escalator from the inside.

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The launching station for the starboard catapult is shown here.

This view looks down from the aft end of the superstructure, and shows the small section of flight deck on the starboard side of the island. Equipment is stored in this area. Tractors and other ground support equipment for aircraft (commonly known as yellow gear) are parked here. The steps extending down to the right seem to lead to nowhere!

The forward gun sponson on the starboard side is shown here. The small catwalk in the foreground is where the starboard catapult is fired.

This is the forward-most catwalk on the starboard side of the flight deck. The non-skid surface of the flight deck is clearly visible here. 61

Foc'sle is a shortened form of forecastle. It is located inside the hurricane bow of the LEXING TON, and is where the anchors are raised and lowered. Each anchor weighs fifteen tons. Two anchor chains, one nine shots, and the other twelve shots, are attached to the anchors. A shot is fifteen fathoms, and a fathom is six feet. Each chain link weighs 130 pounds. The anchors are hoisted by a windlass that ｾｳ controlled by an operator in the foc'sle. These two photographs were taken inside the foc'sle and show the anchor chains to good effect. The view at left is looking forward, and the one at right looks from starboard to port.

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The ship's bell is located inside the quarterdeck. It is made of solid brass, and weighs 1100 pounds. When LEXING TON was decommissioned after World War II, the bell was removed and puton display at NAFAndrews, Maryland. It was returned to the ship in July 1981.

The quarterdeck is used by officers and chief petty officers when arriving and leaving the ship. It is traditionally a ceremonial place where dignitaries are greeted and honors rendered.

The starboard anchor is seen here. The starboard anchor is bronze in color, while the port anchor is mostly the same gray as the ship with bronze tips.

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This view shows the starboard bow. Note the large vertical facing above the enclosed bow to which catwalks and a pair of whip antennas are attached. This facing, which is similar on the port side, is a major difference between LEXING TON and most other ESSEX conversions. The facing was the same on the SHANGRI-LA and BON HOMME RICHARD, but all other ESSEX conversions were considerably different in this area.

MODELERS SECTION AVAILABLE KITS Only one kit exists that claims to be the LEXINGTON, and it really isn't a model that was based on the actual LEXINGTON. That kit is the Revell Model H-444, which will be discussed later. Other kits of ESSEX class carriers exist in the World War II configuration and the postmodernization, angled-deck design. Each of these can be used to model the LEXINGTON if enough work is done by the modeler to correct faults and make other specific changes that are required by a model ofthe LEXINGTON as opposed to another ESSEX class carrier. Some kits are better than others, and it is appropriate that wefirsttake a brief look at each of these kits before getting into more specific information on building a model. In the World War II config uration, the oldest and largest kit is one by Lindberg that dates back to the early 1950s when it was released as theUSS WASP (CV-18). Although the WASP was a short hull carrier, the kit represents the long hull design. It has been re-release'd many times since then under several names including the USS ENTERPRISE (CV-6). The ENTERPRISE was not an ESSEX class carrier, but was a member of the earlier YORKTOWN class. A more recent release is one of the USS BOXER (CV-21). The kit is in 1/520th scale, and leaves a lot to be desired. Much work would have to be done to make this a decent model of any ESSEX class carrier at any point in time. There are two rudders, whereas the real ships had only one. Openings in the sides at the hangar deck level are incorrect, there are no supports or fairings from the hull to the port side five-inch gun sponsons, the gun arrangements are wrong for any ESSEX class ship, and there are many more problems of considerable magnitude. In short, it would probably be just as easy to build a model from scratch as it would be to try to "accurize" this one. It is fair to say that this kit is a "representation" of an ESSEX class carrier rather than being a model of one. The kit comes in a motorized version, and perhaps its best use would be as a toy instead of a scale model.

The old Lindberg kit has been released numerous times, and leaves a lot to be desired. It would take almost as much work as a scratchbuilt model to turn this into a truly accurate model of the LEXINGTON (or any ESSEX class carrier) as she appeared in World War II. The smallest ESSEX class model is in 11720th scale, and has been released by Revell asa FRANKLIN (CV-13), kit number H-484, and INTREPID (CV-11), kit number H-462. Based on the incorrect gun arrangements and other features, it would appear that Revell based the

Revell's INTREPID (also released as FRANKLIN) is in 1/720th scale. design of this model in part on the earlier Lindberg kit. Like the Lindberg kit, this is more of a toy than a true scale model. Its detailing is not good, especially when it comes to the five-inch and 40mm guns. They do not look at all like the. real thing. Again, there are two rudders instead of the correct sing Ie rudder, and the propellers are not correct. The openings in the hull at the hangar deck level are also inaccu rate. For example, the scale model aircraft supplied with the kit cannot pass through the opening for the port elevator. Although it can be built as either a full hull or waterline model, it is nowhere nearas good a kitas the Hasegawa offering, and is best left for beginning modelers. Hasegawa has released two kits of World War II ESSEX class carriers in 11700th scale. Kit number 108 is in the form of a short hull version, and kit 113 is of a long hull version. The difference between the kits is the forward end of the hull, which is the appropriate design for the ship that model is to represent. The ESSEX is the subject of kit 108, and the HANCOCK is the long hull ship in kit 113. Both of these are basically good kits, but again much work is required to build an accurate LEX-

The Hasegawa models of the ESSEX and HANCOCK are really the same model. One is for the short hull version (ESSEX), and one is for the long hull (HANCOCK). The short hull is appropriate for the LEXINGTON. This kit is far and away the best one to start with when building a model of the LEXING TON as she appeared in World War II. 63

INGTON. Larry Gertner explains the work that must be done to kit 108 in his article, so we will not comment further on it here. His article covers all of the necessary details very well. It should be mentioned here that Hasegawa has released a kit of 1/70Oth scale U.S. Navy aircraft that can be used with this model. The kit number is WL 100, and it includes F4U Corsairs, SB2C Helldivers, F6F Hellcats, and TBF Avengers. All types operated from the LEXINGTON. Fujimi also released a kit of 1/700th U.S. Naval aircraft that includes SBD Dauntless dive bombers, TBF Avengers, and F4F Wildcats. The SBD operated from the LEXINGTON in 1943 and much of 1944. The F4Fonly operated from LEXINGTON during her shakedown cruise. These two kits of aircraft can be used to supplement the Corsairs, Hellcats, Helldivers, and Avengers that come in the kit. There have been two major kits released of modernized ESSEX class carriers, although at least one smaller one did exist at one time. The two primary ones were by Revell and Renwal, and unfortunately, the one by Renwal is no longer available. Both of these kitswill be discussed in more detail in the section covering how to build a present-day LEXINGTON.

MODELING ACCESSORIES In the past few years, a number of sources have started producing photoetched brass and stainless steel accessories for detailing ship models. Most are commercial operations, but even IPMS/USA has offered these etchings. The parts made available on these etched sheets include everything from railings to radars, and cranes to crewmen. Even bicycles and hose reels have been included. Modelers of even modest or average ability can use these parts to greatly enhance their ship models. One producer of these photoetched parts, Gold Medal Models, has supplied us with a listing of their extensive etched sheets. Several of these will be useful to anyone building a model of the LEXINGTON in 11700th scale using the Hasegawa kit. These include number 124B, 1/700th aircraft carrier; 127B, 1/70Oth aircraft parts; 129B, 11700th extra ladders; and 115B, 1/600th and 1/700th figures. Number 106B, 1/700th naval parts will also be helpful. Further, Gold Medal Models will soon be releasing a special sheet designed forthe Revell modernized ESSEX class model, which could also be used on the Renwal model. This sheet will include all of the appropriate radars used on these ships during their service, railings, props for the propeller-driven aircraft, and other small parts. It should be very worthwhile for any modeler building the Revell kit regardless of which particular ship he is modeling. A handbook on photoetching forthe plastic ship modeler is also available from Gold Medal Models, and it lists other sources of photoetched ship parts. For further information, modelers can write directly to Gold Medal Models at 12332 Chapman Avenue, Number 81, Garden Grove, California 92640. Include $1.00 plus a

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SASE for a complete listing of the parts that they have available. It must be kept in mind that building a ship model is not like building an aircraft model. Each ship, although a unit of a given class, has its own distinct features, and each time it goes through a major yard period, some of these features are altered, deleted, or new ones can be added. Therefore, it is important to select a specific point in time that will be used as a basis for the model. The features of the shi p for that point in time are what must be represented on the model, and these may be considerably different from the featu res on the same ship on Iy a few months earlier or later. It is because of this fact that the dates for many of the photographs are provided in this publication, and the changing features are pointed out in the captions. Modelers should carefully note the dates and explanations in the captions when preparing to build a model of the LEXINGTON.

BUILDING MODELS OF THE LEXINGTON WORLD WAR II Larry Gertner, a well known ship modeler in IPMS/ USA circles, has written the following article on the best way to build a model of the LEXINGTON as she appeared in World War II. Because there was no Detail & Scale in World War II, it is not possible to include a lot of detailed photographs of the ship during that time frame as we have for the way LEXINGTON appears today. Therefore, Larry has included three pages of detailed drawings that show what needs to be done to the kit. These drawings are marked to correspond to the step-by-step i nstructions that he has provided. Modelers should also note the detailed photographs ofthe ship in World War II that have been included in this publication. Care has been taken to point out changes made to the ship as the war progressed. These photographs, along with Larry's narrative and drawings, should provide the modeler with enough information and details to build an accurate model of the LEXINGTON in World War II.

Building a World War II LEXINGTON, by Larry Gertner Building a model of LEXINGTON in any of her war-' time configurations poses one immediate problem: no such kit exists of LEXINGTON herself. However, kits do exist of ESSEX class carriers which can be modified. I chose to start out with the Hasegawa 1/700th scale waterline kit of ESSEX (WL A108). I did so because I've been building in 1/700th scale for years, and I'm rather familiar with this particular kit. I have even written an article on modeling ESSEX herself forthe IPMS Quarterly in the Fall 1982 issue. So much of what I learned then can also be applied in this case. Depending on how well you shop around, you can buy this kit for anywhere from $10.00 to $14.00.

I decided to model LEXINGTON as she appeared in October 1944. Besides her "trademark" Measure 21 Overall Navy Blue camouflage scheme, she was also unusual in receiving such late war modifications as the numerous extra 40mm quad mounts and upscaled radar fit, while keeping such earlier features as the 40mm quad forward of the flag bridge, the single 40mm quad on the fantail, and five radio masts along the starboard deck edge. Building LEXINGTON will involve some work above and beyond merely assembling the kit's parts, but it's nothing that any ambitious modeler can't handle with the basic tools on hand. The only thing that you'll really need is a selection of white sheet styrene, such as it marketed by Evergreen or Squadron Shop. Get an assortment package that contains sheets of .010, .020, and .040 thicknesses. A razor saw might also come in handy. Now forthe author's disclaimers. The instructions that follow are based on what I've been able to piece together from a variety of sources. After all, I did not have this Detail & Scale book to work from while building my model and doing my research. I take full responsibility for any errors and misinterpretations that may follow. I am not a draftsman, butthe drawings are as accurate as I can make them. In any event, I believe in building now with the information that I have available, then going back to make corrections or enhancements later if new data appears. The written descriptions of the work to be done are keyed to the illustrations that follow. Please read through the entire text before you begin building.

PART 1, CORRECTIONS TO THE HULL AND STERN The good news is that the starboard side appears to be accurate enough to get by with. The bad news is that the port side needs a lot of work. Step 1. Inboard of the location of Part C-15, hangar deck level 40mm gun platform, are three hangar openings which are inaccurate. This area should be identical to the opening on the starboard side. Cut out this section from the front of the hull to the aft edge of the aftermost door, taking care notto damage the groove where Part C-15 will go. You will now have to make a new door. The drawings show my method for doing this. The rear plate is .040 plastic, and I inscribed the pseudo-rolling doors as closely together as possible. The hangar door cutout and runners are of .020 sheet styrene. As long as we are so far forward, remove the flanges from both the port and starboard sides. As a final touch, the second of the two hangar doors forward of the deck edge elevator is twice as wide as it should be. A .020 shim will bring it down to size. Once everything is dry, the next step is to attach the bow and its associated pieces. Step 2. This section will involve the most work. Between the deck edge elevator opening and the after five-inch gun gallery sponson are three groups of seven hangar openings arranged 3-3-1. Not only are they the wrong sizes and shapes, but they are wrong in number. There

should be ten openings arranged 4-3-2-1. This whole section has to be replaced. Remove the area running from 12mm before the forward edge of the foremost door all the way back to the gun sponson, and remove the first 10mm of that too. The replacement can be constructed in much the same way as in the previous step. Later, after the hull has been sanded down in Step 6, add a strip of .010 sheet 10mm long and 2mm wide forward of the fi rst door and below the very small opening. This catwalk led to a whaleboat which can be represented by the kit's Part 0-24. Step 3. The aft five-inch gun gallery sponson is 1Omm too long. On the earlier ESSEX class carriers, it did not support the quad 40mm gun tub, nor was that tub on the same level as the five-inch guns, being slightly above them instead. The extra 10mm was removed in Step 2, so now you must plate over the hole that remains. You can then take the Part 0-25, gun deck, cut it down, and install it. Then build the new 40mm tub and locate it accordingly. (At this point I had better mention one of my basic rules of scratchbuilding parts. I generally form decks and bulkheads of .020 sheet. For spray shields and splinter shields I used .010 in this case. The .010 is actually too thick to be in scale, and I would rather use .005 sheet, but in this case .005 shields would be too thin in comparison to all the other moldings in the kit.) Finally, a 40mm director tub must be made from hollow tubing and positioned on Part 0-25. Step 4. The forward five-inch gun gallery, Part 0-29, is almost correct, but the 40mm tub must be raised. Remove the little bit of 40mm tub overhang from it and cover the gaps with a new spray shield. Once this part has been put into place, your newly-built 40mm tub can be positioned above it. Additionally, a 40mm director tub was positioned on the gun deck. Step 5. The hangar deck 40mm platform, Part C-15, should be supported by a massive sponson. The way I handled this was to first fit Part C-15 into place, then fiddle with rough cuts of .020 sheet beneath it. Start with the large center section, then add the ends and fare the edges into the hull when everything fits. Step 6. Assuming that all the glue and putty has now set, sand the side smooth except for the vicinity of the deck edge elevator runners. Don't worry about all the raised detail, because much of it does not belong there. You will have to add the forward boat boom, the fore and aft gas lines, and the boat catwalk though. If you can stretch sprue, your problem is solved. I can't, so I substituted lengths of very thin brass wire. I've also done it on other carriers with thin fishing line. Step 7. There should only be one 40mm tub on the fantail. It was offset to port with its di rector tub to starboard. Cut off the huge support from the hull. Fill the hole with plastic and putty, then sand it smooth. Takethe Part C-13 deck, remove the starboard 40mm tub, smooth it down,

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